DE102019114353A1 - SYSTEMS AND METHODS FOR A VARIABLE INLET COMPRESSOR - Google Patents

Abstract

The disclosure provides "systems and methods for a variable inlet compressor". Methods and systems are provided for a compressor that has a variable inlet device and an active housing structure. In one example, a system for a compressor may include: a housing that defines a return duct surrounding an intake duct, an active housing structuring that surrounds the intake duct and is configured to selectively control gas flow through the return duct, an impeller, and a variable inlet device positioned in the intake passage upstream of the impeller and configured to selectively reduce an effective size of the impeller. The variable inlet device and active housing structuring can be adjusted based on operating conditions to increase a flow area of the compressor while providing higher compressor efficiency.

Description

TECHNICAL AREA

The present description relates generally to methods and systems for adjusting the air flow entering a compressor.

GENERAL PRIOR ART

A turbocharger can be provided in an engine to increase engine torque or output power density. The turbocharger can have a turbine driven by exhaust gas, which is coupled to a compressor via a drive shaft. The compressor may be fluidly coupled to an air intake manifold in the engine that supplies air to a plurality of engine cylinders. The exhaust gas flow from one or more engine cylinders can be directed to a turbine wheel, causing the turbine to rotate about a fixed axis. The rotary motion of the turbine drives an impeller (e.g. wheel) of the compressor, which compresses air in the air intake manifold in order to increase the boost pressure when selected engine operating conditions are present.

The efficiency of the compressor affects overall engine performance and total fuel consumption. Lower compressor efficiency can, for example, lead to slow engine transient response and higher fuel consumption, which applies to both continuous and temporary engine operation. At lower engine loads, when the compressor efficiency is reduced, there may be increased turbo holes during pedal actuation. Furthermore, compressor pump limits can limit the boost pressure rise at low engine speeds.

In operations that result in an increased pressure ratio in the compressor or a reduced mass flow in the compressor, compressors tend to pump. For example, when a vehicle operator quickly releases an accelerator pedal, the air flow into the compressor inlet decreases, reducing forward flow through the compressor while still maintaining a high pressure ratio in the compressor. This can cause pressure build-up at an outlet end of the compressor, which drives air in a reverse direction, which can damage components of the compressor. Extending a span until pumps occur can therefore increase a number of conditions in which the operation of the compressor remains stable.

Turbocharger compressors can be designed with a mechanism for relieving pressure at the compressor outlet, particularly in the case of turbochargers that are coupled to diesel engines. Larger turbochargers can be used to provide high boost pressures for the operation of diesel engines. However, the advantages of having high boost pressure delivered by the turbocharger compressor can be compromised by a higher probability of compressor pumps. Therefore, turbocharger compressors for diesel engine applications can be designed to reduce the likelihood of pumps occurring by providing a path for flow recirculation. For example, the compressor can have a blow-off valve that releases suction pressure into the atmosphere, or the compressor can alternatively comprise a changed shielding plate. The shifted shield can be a passage within an inner housing of the compressor inlet that allows air to flow through the compressor in the reverse direction, thereby recirculating compressed air from the compressor outlet to the compressor inlet to reduce the pressure ratio and mass flow into the compressor increase. Although the changed shield plate effectively reduces the likelihood of compressor pumps, the presence of the changed shield plate can also adversely affect the efficiency of the compressor, which is particularly true at low compressor speeds.

Various approaches have been developed to find answers to the question of compressor efficiency with low mass throughput; this includes combining a mechanism for reducing the compressor outlet pressure with a device for controlling the flow into the compressor inlet. An exemplary approach is from Pekari et al. in US 4,403,912 shown. It discloses a motor compressor with an air blowout valve and variable guide vanes. The blow-off valve is opened to relieve pressure in the compressor to maintain stable compressor operation, with the opening and closing of the valve being adjusted by an actuator that controls a position of the variable vanes. During the initial operation of the engine, with the blow-off valve fully open, the variable guide vanes are in a certain position. The actuator adjusts the blow-off valve when the engine accelerates until the blow-off valve is in a fully closed position, whereupon the guide vanes are actuated by continued actuation in a position such that maximum compressor operation is possible.

However, the inventors of the present invention have recognized potential problems in connection with such systems. To give an example, the system of US 4,403,912 not with the attitude of Blow valve and variable vane positions in response to low speed, low mass flow compressor operating conditions in operations beyond initial engine start-up, such as while the accelerator pedal is released. In the course of such situations, compressor efficiency can have a significant impact on fuel consumption and engine performance. In addition, fully opening the blow-off valve during initial engine operation can reduce compressor efficiency when combined with the variable vanes, resulting in reduced fuel efficiency.

SUMMARY

In one example, the problems described above can be remedied using a method comprising: adjusting an effective area of an impeller positioned in an intake duct of a compressor while adjusting gas flow through a casing structure surrounding the intake duct, both of which are effective areas and the gas flow can be adjusted based on operating conditions via a common, single actuator. In this way, both the effective area of the impeller and the gas flow through the housing structuring are adjusted in response to operating conditions, which reduces fuel consumption and increases the performance of the engine.

For example, adjusting the effective area of the impeller may include adjusting an open area of a variable inlet device positioned in the intake passage immediately upstream of a leading edge of the impeller while simultaneously adjusting a position of a valve within a return passage of the case structure adjust the gas flow through the case structuring. The return duct may be fluidly coupled downstream of the leading edge of the impeller and upstream of the adjustable inlet device on the intake duct. Setting the open area of the variable inlet device to a smaller open area can coincide, for example, with setting the valve to a closed position, with which the gas flow is blocked by the housing structuring. To give another example, setting the open range of the variable inlet device to a larger open range may coincide with, for example, setting the valve to an open position that allows gas flow through the housing structure. In some examples, adjusting the variable intake device to the smaller open area while adjusting the valve to the closed position to block gas flow through the return passage in response to the engine load dropping below an engine threshold load and adjusting the Variable intake device to the larger open area while adjusting the valve to the open position may be in response to the engine load reaching or exceeding the engine threshold load. Furthermore, responsively adjusting the variable intake device from the smaller open area to the larger open area (or vice versa) may further adjust one or more of a position of a throttle valve positioned downstream of the compressor and an ignition timing of an engine downstream of the compressor is coupled. In this way, by simultaneously adjusting the adjustable inlet device to the smaller open area while adjusting the valve to the closed position with the common, single actuator, compressor pumps can be weakened at lower engine loads (and lower compressor pressure ratios and mass flows) while increasing compressor efficiency becomes what increases the fuel efficiency of the engine. In addition, by simultaneously adjusting the adjustable intake device to the larger open area while adjusting the valve to the open position with the common, single actuator, compressor pumps can be weakened at higher engine loads (and higher compressor pressure ratios and mass flows) while allowing peak engine performance ,

It goes without saying that the above brief description is provided in order to present a selection of concepts in a simplified form, which are described in more detail in the detailed description. It is not intended to identify important or essential features of the claimed subject matter, the scope of which is defined solely by the claims that follow the detailed description. Furthermore, the claimed subject matter is not limited to implementations that overcome disadvantages noted above or in any part of this disclosure.

list of figures

• 1 shows a schematic illustration of an exemplary vehicle system.
• 2A - 2 B show a sectional view of a first example of a turbocharger compressor having a housing structure and a variable inlet device positioned in an inlet line of the compressor.
• 3A - 3B show a first example of a variable inlet device for a turbocharger compressor in an open and a closed position.
• 4A - 4B show a cut-away view of a third example of a turbocharger compressor which has a housing structure and an adjustable inlet device positioned in an inlet line of the compressor.
• 5A - 5C show a second example of a variable inlet device for a turbocharger compressor in an open and a closed position.
• 6 FIG. 12 shows a flow diagram of an example method for controlling a position of a variable intake device.
• 7 FIG. 12 shows a flow diagram of an example method for controlling an opening of a mouth of a housing structuring.
• 8th FIG. 12 shows a characteristic field relating to engine load and engine speed for controlling a position of a variable intake device and an active housing structuring of a compressor.
• 9 shows a flow diagram of a method for coordinating the control of a variable inlet device and an active housing structuring of a compressor, such as, for example, using a common actuator.
• 10 shows an exemplary compressor characteristic field relating to a compressor with a variable inlet device and an active housing structure, which can be actuated independently of one another.
• 11 shows an exemplary compressor characteristic field relating to a compressor with a variable inlet device and an active housing structure, which are actuated using a single actuation system.
• 12 FIG. 4 shows a predictive example timing chart for independently setting a position of a variable intake device and a position of an active casing structure of a compressor based on engine operating conditions.
• 13 FIG. 5 shows a predictive example timing diagram for simultaneously setting a position of a variable intake device and a position of an active casing structuring of a compressor based on engine operating conditions.

DETAILED DESCRIPTION

The following description relates to systems and methods for a turbocharger compressor with a variable inlet and a housing structure. The compressor can be in an intake duct of an engine, such as that in 1 engine system shown, be positioned. The compressor may have an outer housing with an inlet line (e.g. an intake duct) and an impeller (e.g. compressor wheel) which is arranged downstream in the inlet line. The impeller can have one or more blades and is rotatable about a central axis of the compressor. As in 2A - 2 B and 4A - 4B As shown, a variable inlet device (VID) may be located inside the compressor inlet line upstream of the impeller to vary an inlet radius (or diameter). The VID can be between an open position (as in 2 B . 3B . 4B and 5C shown) and a closed position (as in 2A . 3A . 4A and 5A shown). In one example, the VID has blades that are rotatable along an actuation axis to vary the effective radius (or diameter) of the VID, as in FIGS 2A - 3B shown. In another example, the VID has blades that are moved radially inward and outward along an actuation axis to vary the radius, as in FIGS 4A - 5C shown. Furthermore, the VID can be used in connection with an active housing structuring, which is designed to adjust the return flow between a return mouth and a blow-out mouth, which is arranged in a wall of the inlet line. As in the 4A - 5C 5, the VID and active housing structuring, in some examples, may be controlled based on engine speed and load conditions by a single actuation system, such as according to the example method of FIG 9 , In other examples, such as in the 2A and 2 B As shown, the VID and active housing structuring can each be independently controlled based on engine speed and load conditions, such as according to the example methods of FIG 6 and 7 , An exemplary characteristic field with regard to engine speed and load is shown in 8th and exemplary compressor characteristic fields are shown in 10 and 11 shown. In addition, exemplary timing diagrams illustrating control of the VID and active housing structuring based on engine operating conditions are shown in FIG 12 and 13 shown. By integrating both a VID and active housing structuring, which are controlled based on operating conditions, at low engine speeds and loads, compressor efficiency can be increased and a pumping span extended, increasing fuel efficiency while the compressor efficiency is also increased at high engine speeds and loads, which increases engine performance.

Throughout the following detailed description, reference is made to operating conditions of the turbocharger compressor; they are more clearly revealed by adding an in 10 shown compressor characteristic field, which shows a mass flow through the compressor as a function of a pressure ratio in the compressor. A surge limit describes a lower limit air flow for compressor operation, while a throttle limit defines an upper limit air flow. The dashed line 1004 represents, for example, an upper limit, which is the surge limit, whereas a lower limit, indicated by the dashed line 1006 , which represents the throttle limit. Compressor pumps can occur in low compressor flow conditions, such as rapid engine relief operations, in which a turbine driving the compressor continues to rotate at a relatively high speed, thereby pressurizing the air downstream of the compressor. This leads to a high pressure zone at the outlet of the compressor which drives a reversal of the air flow direction, which can affect the turbocharger. Compressor operation can compromise pump prevention and high efficiency operation. Approaches to extend the pumping range (e.g. shifting the line with respect to pumps to the left) can enable additional operation in regions with high efficiency without pumps occurring.

Operation beyond the upper limit of the compressor pressure ratio relative to the mass flow (e.g. in a region to the right of the dashed line 1006 , defined by a relatively high compressor mass flow and a relatively low pressure ratio) leads to turbocharger throttling. Throttling can occur during transient overspeed operations where, for example, an increase in engine load subjects the turbocharger to flow beyond the tolerance of the turbocharger. The speed of the turbine that drives the compressor can be higher than a maximum nominal speed of the turbocharger. Repeated cases of turbocharger throttling can also affect the turbocharger and / or limit engine torque.

Before providing a further description of approaches to reducing compressor pumps while maintaining or increasing compressor efficiency, an exemplary platform is described, here the form of a vehicle that includes an engine, in which the turbocharger of the present disclosure can be installed. 1 represents an exemplary embodiment of a cylinder 14 of an internal combustion engine 10 who is in a vehicle 5 may be included. The engine 10 can at least in part by a control system that is a controller 12 includes, and by input from a driver 130 via an input device 132 to be controlled. In this example, the input device includes 132 an accelerator pedal and a pedal position sensor 134 for generating a proportional pedal position signal PP. The cylinder (here also "combustion chamber") 14 of the engine 10 can combustion chamber walls 136 have in which a piston 138 is positioned. The piston 138 can so on a crankshaft 140 be coupled that a reciprocating movement of the piston is translated into a rotary movement of the crankshaft. The crankshaft 140 can have a gearbox 54 to at least one vehicle wheel 55 be coupled, as described in more detail below. In addition, a starter motor (not shown) can be connected to a crankshaft via a flywheel 140 be coupled to a start operation of the engine 10 to enable.

In some examples, the vehicle 5 be a hybrid vehicle with multiple torque sources that have one or more vehicle wheels 55 be available. In other examples, the vehicle is 5 a conventional vehicle with only one motor or an electric vehicle with only one electrical machine (s). In the example shown, the vehicle includes 5 the engine 10 and an electrical machine 52 , With the electrical machine 52 it can be an electric motor or a motor generator. The crankshaft 140 of the motor 10 and the electrical machine 52 are about the gearbox 54 with the vehicle wheels 55 connected when one or more couplings 56 are engaged. In the example shown are a first clutch 56 between the crankshaft 140 and the electrical machine 52 provided and a second clutch 56 between the electrical machine 52 and the transmission 54 provided. The control 12 can send a signal to an actuator of the respective clutch 56 send to engage or disengage the clutch so the crankshaft 140 with or from the electrical machine 52 and to connect or disconnect the components connected thereto and / or around the electrical machine 52 with or from the gearbox 54 and to connect or disconnect the associated components. With the transmission 54 it can be a manual transmission, a planetary gear system or another type of transmission.

The drive train can be designed in various ways, including as a parallel, series or series-parallel hybrid vehicle. In Embodiments as an electric vehicle can be a system battery 58 a traction battery, the electrical power to the electrical machine 52 delivers to the vehicle wheels 55 Provide torque. In some embodiments, the electrical machine 52 can also be operated as a generator, for example to generate electrical power for charging the system battery during braking operation 58 provide. It is understood that the system battery 58 in other embodiments, including non-electric vehicle embodiments, may be a typical starting, lighting, and ignition (SLI) battery that is coupled to an alternator.

The cylinder 14 of the motor 10 can be via a series of intake air ducts 142 . 144 and 146 Take in intake air. The intake air duct 146 can in addition to the cylinder 14 with other cylinders of the engine 10 communicate. In some examples, one or more of the intake passages may include a charging device, such as a turbocharger or a compressor. For example, shows 1 the engine 10 designed with a turbocharger, one between the intake ducts 142 and 144 arranged compressor 174 and one along an exhaust duct 148 arranged exhaust gas turbine 176 includes. The compressor 174 can at least partially over a wave 180 through the exhaust gas turbine 176 be supplied with power if the charging device is designed as a turbocharger. In some examples, the exhaust turbine 176 a variable geometry turbine (VGT), the turbine geometry being actively varied by actuating turbine blades depending on the engine speed and other operating conditions. In one example, the turbine blades may be coupled to an annular ring and the ring may be rotated to adjust a position of the turbine blades. In another example, one or more of the turbine blades can be rotated individually or together. By adjusting the position of the turbine blades, for example, a cross-sectional opening (or area) of the exhaust gas turbine 176 can be set. In other examples, such as when the engine 10 is provided with a compressor, the compressor 174 however powered by mechanical inputs from an electric motor or the engine and the exhaust gas turbine 176 optionally omitted.

A thrush 162 who have a throttle 164 may be provided in the engine intake ports to vary the flow rate and / or pressure of the intake air provided to the engine cylinders. For example, the throttle 162 downstream of the compressor 174 be positioned as in 1 shown, or alternatively it can be upstream of the compressor 174 to be provided. A throttle position sensor may be provided to determine a position of the throttle valve 164 to investigate.

The exhaust duct 148 can exhaust gases from other cylinders of the engine 10 in addition to cylinders 14 take up. According to the illustration, it is an exhaust gas sensor 128 upstream of an emission control device 178 to the exhaust duct 148 coupled. The exhaust gas sensor 128 can be selected from various suitable sensors to provide an indication of the air / fuel ratio (AFR) of the exhaust gas, such as, for example, a linear lambda probe or UEGO probe (broadband or wide-range lambda probe), a binary lambda probe or EGO Probe (as shown), a HEGO probe (heated EGO probe), a NOx, HC or CO sensor. With the emission control device 178 can be a three-way catalyst, a NOx trap, various other emission control devices, or combinations thereof.

Exhaust gas recirculation (EGR) can be delivered to the engine via a high pressure EGR system 83 are provided, whereby exhaust gas from a zone with higher pressure in the exhaust duct 148 , upstream of the turbine 176 , to a zone with lower pressure in the intake air duct 146 , downstream of the compressor 174 and the throttle 162 , via an EGR channel 81 is promoted. In other examples (in 1 (not shown), a low pressure EGR can additionally or alternatively be provided via a low pressure EGR system that covers a region of the exhaust gas duct 148 between the turbine 176 and the emission control device 178 to the intake air duct 142 coupled.

A scope of EGR covering the intake duct 146 can be provided by the controller 12 via the EGR valve 80 can be varied. For example, the controller 12 a position of the EGR valve 80 adjust the amount of exhaust gas flowing through the EGR channel 81 flows to adjust. The EGR valve 80 can be between a completely closed position in which the exhaust gas flow through the EGR channel 81 is blocked, and a completely open position in which the exhaust gas flow through the EGR channel is permitted. To give an example, the EGR valve 80 be continuously variable between the fully closed position and the fully open position. Thus, the controller can control an opening degree of the EGR valve 80 enlarge to an extent of the EGR that the intake duct 146 is provided to increase and the degree of opening of the EGR valve 80 zoom out to the extent of the EGR that the intake duct 146 is provided to decrease. The EGR can be cooled by going through the EGR cooler 85 within the EGR channel 81 to be led. The EGR cooler 85 can give off heat from the EGR gases into engine coolant, to give an example.

In some conditions, the EGR system can be used to measure the temperature of the air-fuel mixture within the cylinder 14 to regulate. Accordingly, it may be desirable to measure or estimate the EGR mass flow. EGR sensors can be inside the EGR channel 81 be arranged and provide an indication of one or more of, for example, mass flow, pressure and temperature of the exhaust gas. Every cylinder of the engine 10 may have one or more intake valves and one or more exhaust valves. For example, the cylinder 14 as shown at least one inlet valve 150 and at least one exhaust valve 156 that are in an upper region of the cylinder 14 are arranged on. In some examples, each cylinder of the engine 10 , including the cylinder 14 , have at least two inlet actuator valves and at least two outlet actuator valves which are arranged in an upper region of the cylinder. The inlet valve 150 can by the controller 12 via an actuator 152 to be controlled. Likewise, the exhaust valve 156 via an actuator 154 through the controller 12 to be controlled. The positions of the intake valve 150 and the exhaust valve 156 can be determined by respective valve position sensors (not shown).

If there are certain conditions, the control can 12 the the actuators 152 and 154 provided signals vary to control the opening and closing of the intake and exhaust valves. The valve actuators can be valve actuators with electrical valve actuation, valve actuators with cam actuation or a combination thereof. The intake and exhaust valve timing may be controlled simultaneously, or any of a variety of variable intake cam timing, variable exhaust cam timing, dual independent variable cam timing, or fixed cam timing may be used. Each cam actuation system can include one or more cams and one or more of cam profile switching (CPS) systems, variable cam timing (VCT), variable valve timing (WT) and / or variable valve lift ( Variable Valve Lift - VVL) by the controller 12 can be used to vary the valve operation. For example, the cylinder 14 alternatively have an intake valve controlled via electrical valve actuation and an exhaust valve controlled via cam actuation including CPS and / or VCT. In other examples, the intake and exhaust valves can be controlled by a common valve actuator (or a common actuation system) or an actuator (or an actuation system) for variable valve timing.

The cylinder 14 can have a compression ratio, which is a ratio of the volume of the piston 138 at bottom dead center (UT) to that at top dead center (OT). In one example, the compression ratio is in the range of 9: 1 to 10: 1. However, in some examples, such as when using other fuels, the compression ratio may be higher. This can happen, for example, if fuels with a higher octane number or fuels with a higher latent enthalpy of vaporization are used. The compression ratio can also be increased if direct injection is used as this affects engine knock.

In some examples, each cylinder of the engine 10 a spark plug 192 to initiate combustion. An ignition system 190 can the combustion chamber 14 in response to a preignition signal SA (Spark Advance) from the controller 12 in selected operating modes via the spark plug 192 provide a spark. A time of the signal SA can be adjusted based on engine operating conditions and driver torque requirements. For example, the spark can be provided at a maximum brake torque (MBT) at a time to maximize engine performance and efficiency. The control 12 can enter engine operating conditions, including engine speed, engine load and exhaust AFR, into a lookup table and output the appropriate MBT time for the engine operating conditions entered.

In some examples, each cylinder of the engine 10 be configured with one or more fuel injectors to provide fuel thereto. As a non-limiting example, it is shown that the cylinder 14 a fuel injector 166 includes. The fuel injector 166 can be designed from a fuel system 8th to supply the fuel consumed. The fuel system 8th may include one or more fuel tanks, fuel pumps, and fuel lines. The illustration shows the fuel injector 166 directly to the cylinder 14 coupled to fuel proportional to the pulse width of the FPW signal generated by the controller 12 via an electronic driver 168 is received to inject directly into this. In this way, the fuel injector 166 a so-called direct injection (hereinafter also referred to as “DI” (Direct Injection)) of fuel into the cylinder 14 ready. Although the fuel injector 166 in 1 on one side of the cylinder 14 is shown positioned, the fuel injector 166 alternatively, be located above the piston, such as near the position of the spark plug 192 , Such a position can improve mixing and combustion when the engine is running on an alcohol-based fuel, since some alcohol-based fuels have a lower volatility. Alternatively, the injector may be located above and near the inlet valve to improve mixing. Fuel can be injected into the fuel injector 166 from a fuel tank of the fuel system 8th are supplied via a high pressure fuel pump and a fuel rail. Furthermore, the fuel tank can have a pressure converter, which is the control 12 provides a signal.

In an alternative example, the fuel injector 166 in one design, the so-called fuel injection with one nozzle per intake port (hereinafter also referred to as Port Fuel Injection - "PFI") into an intake port upstream of the cylinder 14 provides in an intake duct 146 be arranged instead of directly on the cylinder 14 to be coupled. In still other examples, the cylinder 14 include multiple injectors that can be configured as direct fuel injectors, intake manifold fuel injectors, or a combination thereof. Accordingly, it goes without saying that the fuel systems described in this document should not be restricted by the specific designs of fuel injection devices described here by way of example.

The fuel injector 166 can be designed to extract different fuels from the fuel system 8th in varying relative amounts as a fuel mixture, and it may also be configured to feed this fuel mixture directly into the cylinder 14 inject. Furthermore, the cylinder 14 fuel is supplied to the cylinder during different strokes of a single cycle. For example, directly injected fuel may be supplied at least partially during a previous exhaust stroke, during an intake stroke, and / or during a compression stroke. Accordingly, one or more fuel injections per cycle can be performed for a single combustion process. The multiple injections may be performed during the compression stroke, intake stroke, or any suitable combination thereof, which is referred to as split fuel injection.

Fuel tanks in the fuel system 8th can hold fuels of different types of fuel, such as fuels with different fuel qualities and different fuel compositions. The differences can include different alcohol contents, different water contents, different octane numbers, different heat of vaporization, different fuel mixtures and / or combinations thereof, etc. An example of fuels with different heat of vaporization includes gasoline as the first fuel type with a lower heat of vaporization and ethanol as a second fuel type with a higher heat of vaporization. In another example, the engine may be petrol as the first type of fuel and an alcohol fuel mixture, such as E85 (which is approximately 85% ethanol and 15% gasoline) or M85 (approximately 85% methanol and 15% fuel) Gasoline exists), use as the second type of fuel. Other possible substances include water, methanol, a mixture of ethanol and water, a mixture of water and methanol, a mixture of alcohols, etc. In yet another example, both fuels can be alcohol mixtures with varying alcohol compositions, the first of which Fuel type can be a gasoline-alcohol mixture with a lower alcohol concentration, such as E10 (which is approximately 10% ethanol), while the second fuel type can be a gasoline-alcohol mixture with a higher alcohol concentration, such as E85 (that consists of approximately 85% ethanol). Furthermore, the first and the second fuel may also differ in terms of other fuel qualities, such as a difference in temperature, viscosity, octane number, etc. In another example, fuel tanks can be in the fuel system 8th Grasp diesel fuel. In addition, the fuel properties of one or both fuel tanks can often vary, for example due to daily fluctuations in the filling of the tank.

The control 12 is in 1 shown as a microcomputer, which is a microprocessor unit 106 , Input / output connections 108 , an electronic storage medium for executable programs (e.g. executable instructions) and calibration values, which in this specific example is a non-volatile read-only memory chip 110 random access memory is shown 112 , Keep alive memory 114 and includes a data bus. The control 12 can send various signals to the engine 10 coupled sensors received, including the signals previously discussed and additionally including a measurement of the mass air flow (MAF) from an air mass sensor 122 ; an engine coolant temperature (ECT) from a temperature sensor 116 attached to a cooling sleeve 118 is coupled; exhaust gas pressure from a pressure sensor 158 , the to an exhaust duct 148 upstream of the turbine 176 is coupled; a Profile Ignition Pickup (PIP) signal from a Hall effect sensor 120 (or some other type) attached to the crankshaft 140 is coupled; a throttle position (TP) from the throttle position sensor; of the EGO signal from the exhaust gas sensor 128 that by the controller 12 can be used to determine the AFR of the exhaust gas; and an absolute manifold pressure (MAP) signal from a MAP sensor 124 , An engine speed signal, RPM, can be controlled by the controller 12 are generated on the basis of the signal PIP. The manifold pressure signal MAP from the MAP sensor 124 can be used to provide an indication of the vacuum or pressure in the intake manifold. The control 12 can derive an engine temperature based on the engine coolant temperature.

The control 12 receives signals from the various sensors 1 and exposes the different actuators 1 to adjust engine operation based on the received signals and instructions stored in a memory of the controller. For example, when receiving signals from various sensors, the engine controller can send control signals to an actuator to determine the position of a variable intake device (VID) of the compressor 174 to change, and / or to an actuator of an active housing structure, which runs along an inlet line of the compressor 174 is arranged (as below with reference to the 6 . 7 and 9 ) Described. For example, the controller may send an electronic signal to an actuator of the VID to adjust the VID in response to a current engine speed and load relative to a pump threshold of the compressor from an open to a closed position or from a closed to an open position. In other examples, the positions of the VID and the housing structure can be set simultaneously using a single actuator to react to engine conditions.

As described above, shows 1 only one cylinder of a multi-cylinder engine. Accordingly, each cylinder may equally include its own set of intake / exhaust valves, fuel injector (s), spark plug, etc. It is understood that the engine 10 may include any suitable number of cylinders, including 2, 3, 4, 5, 6, 8, 10, 12 or more cylinders. Furthermore, each of these cylinders may include some or all of the various components shown in 1 referring to the cylinder 14 are described and shown.

2A - 2 B show a sectional view of a first example of a compressor 202 of a turbocharger that has an active casing structuring (Active Casing Treatment - ACT) and a variable intake device (VID) 240 that are in an inlet line (e.g. an intake duct) of the compressor 202 is positioned. In one example, the compressor 202 the compressor 174 out 1 his. A turbine like the one in 1 shown turbine 176 , can over a wave 204 rotatable to the compressor 202 be coupled. Specifically, the turbine converts the energy of the exhaust gas into rotational energy for rotating the shaft 204 that with an impeller 206 is connected to. The impeller 206 can also be called a compressor wheel in this document. The compressor 202 points the impeller 206 , Diffusers 208 , Spirals (e.g. compression chambers) 210 , an active case structuring 212 and a housing 214 on. By rotating the impeller 206 becomes gas through a compressor inlet 216 of the housing 214 in the compressor 202 sucked. As non-limiting examples, the gas may include air from an intake duct, exhaust air (such as when using external exhaust gas recirculation), an air / fuel mixture (such as from a fuel vapor canister or the engine crankcase), and combinations thereof. Gas flows out of the compressor inlet 216 and is by the impeller 206 accelerates before passing through the diffuser 208 into the spiral 210 flows. The diffuser 208 and the spiral 210 slow down the gas, causing an increase in pressure in the spiral 210 leads. Pressurized gas can come from the spiral 210 flow to the intake manifold.

Elements in the compressor 202 can refer to the direction of gas flow path through the compressor 202 to be discribed. An element that is substantially in the direction of the gas flow with respect to a reference point is downstream of the reference point. An element that is substantially opposite to the direction of the gas flow with respect to a reference point lies upstream of the reference point. For example, the compressor inlet is located 216 upstream of the impeller 206 that is upstream of the diffuser 208 located. The diffuser 208 is located downstream of the impeller 206 that is downstream of the compressor inlet 216 located.

The impeller 206 has a hub 218 and a variety of airfoils, including a full airfoil 220 and a shovel 222 , on. The impeller 206 can also be a full shovel 220 without a shovel 222 exhibit. The full bucket 220 and the splinter shovel 222 are on the hub 218 appropriate. At the edge of the full bucket 220 that are inside the compressor 202 furthest upstream, it is the leading edge of the full blade 220 , Likewise, the splinter scoop points 222 a leading edge at the portion of the splitter blade 222 most upstream. The leading edge of the full bucket 220 is located upstream of the splinter vane 222 , The impeller 206 still has an axis of rotation 224 on that with an axis of rotation for the drive shaft 204 and a turbine hub of the turbine (not shown) is aligned. The axis of rotation 224 is essentially parallel to the gas flow at the compressor inlet 216 and essentially perpendicular to the gas flow at the diffuser 208 , The axis of rotation 224 can also be used in this document as the central axis of the compressor 202 be designated.

The housing 214 has a compressor inlet 216 , an intake duct (also referred to in this document as an inlet line) 226 , Return channels 228 (only one of which is marked), return mouths 230 (of which only one is marked) and blow-out orifices 232 (only one of which is marked). The impeller 206 is in the intake duct 226 contain. Every outlet mouth 232 is located downstream of the leading edge of the full blade 220 and upstream of the leading edge of the splitter blade 222 , Any return mouth 230 is located downstream of the compressor inlet 216 and upstream of the impeller 206 , The return mouths 230 are designed to allow gas to flow between the return channels 228 and the intake duct 226 can flow.

The active case structuring 212 is designed to control the gas flow through the compressor 202 to control. In concrete terms, the active housing structuring 212 by a controller (e.g. the controller 12 , in the 1 is shown), the gas flow through each return channel is controlled 228 (which can also be referred to as a housing structuring recess) selectively control. In case of conditions with high pressure ratio and low mass flow, it can be the active housing structuring 212 for example, allow gas from the intake duct 226 through the discharge mouth 232 in the return channel 228 and back into the intake duct 226 flows what in the direction of the arrows 233 , in the 2 B are shown. Thus, the gas flow on the leading edge of the full blade 220 hits, larger than without the blow-out mouth 232 his. The additional gas flow may allow the turbocharger compressor to operate with a lower gas flow through the compressor before pumping occurs (e.g., by expanding a pumping span).

The intake duct 226 can be essentially cylindrical. The return channel 228 can be substantially ring-shaped since it is outside the intake duct 226 and surrounds it. The mouths that the intake duct 226 and the return channel 228 connect, such as the return mouth 230 and the blow-out mouth 232 , can be implemented using different means. For example, the mouths can be formed as one or more holes in a wall 207 of the intake duct 226 are formed (e.g. a wall that forms this). In one example, the wall 207 part of the housing 214 his. As another example, the orifices may be formed as one or more slots that extend around the circumference of the suction channel and through a wall of the housing that forms the suction channel. The orifices can be of uniform or non-uniform width along the length of the orifice from the intake duct 226 to the return duct 228 exhibit. Each mouth may have a center line that extends along the length of the mouth from the intake duct 226 to the return channel 228 extends. The center line can be perpendicular to the axis of rotation 224 of the impeller 206 or the centerline may have a non-zero inclination relative to the axis of rotation of the impeller 206 exhibit.

The active case structuring 212 can be implemented in many ways. For example, a slidable housing sleeve can be fitted in the return duct to block the gas flow through the return mouth 230 and / or blow-out mouth 232 to selectively block. The housing sleeve can have one or more holes and / or one or more slots, which are located at the return opening depending on the position of the housing sleeve 230 and / or blow-out mouth 232 align. In another example, as in 2A and 2 B As shown, a slidable valve can be used to direct gas flow through the return duct 228 to selectively block. For example, a sliding valve 234a be used to each return channel 228 at the return mouth 230 to open and close. In an alternative example, each return channel can be opened and closed 228 at the return mouth 232 a sliding valve 234b instead of the sliding valve 234a be installed. In another example, the sliding valve 234b inside the intake duct 226 instead of inside the return duct 228 as shown. The positioning of the sliding valve (e.g. at the return mouth 230 or at the outlet mouth 232 , inside the return duct 228 or inside the intake duct 226 ) can be selected based on manufacturing restrictions such as packaging restrictions. If conditions exist under which the sliding valve is closed, as further described in this document, the efficiency of the compressor can be increased slightly by the active structuring of the housing 212 on the blow-off valve 232 (e.g. based on the sliding valve 234b ) is closed - compared to closing the active one casing treatment 212 at the return mouth 230 (e.g. based on the sliding valve 234a ). To give an illustrative example, the efficiency at compressor mass flow and speed that are the same can be about 0.700 when the active casing structuring 212 based on the sliding valve 234b is closed, and be about 0.695 when using the sliding valve 234a is closed. The efficiency can similarly be further increased slightly if the sliding valve is inside the inlet duct 226 instead of inside the return duct 228 is positioned.

In the representation of 2A is the sliding valve 234a positioned so that the return mouth 230 is closed (or the sliding valve 234b is positioned so that the blow-out mouth 232 is closed), causing an air flow into the intake duct 226 from the return channel 228 is prevented. In the 2A shown positioning of the sliding valve 234a can be called a closed position in this document. In the representation of 2 B is the sliding valve 234a positioned so that the return mouth 230 is open (or the sliding valve 234b is positioned so that the blow-out mouth 232 is open), causing an air flow into the intake duct 226 from the return channel 228 as shown by the arrows 233 specified, is admitted. In the 2 B shown positioning of the sliding valve 234a can be called open position in this document. In this way, the active housing structuring 212 adjusted such that air under selected operating conditions through the return duct 228 flows like it with reference to 7 and 9 is further described. The sliding valve 234a (or the sliding valve 234b ) can be based on an actuator 209 communicating with a controller (e.g. the controller 12 of 1 ) can be coupled between the open and closed positions. The actuator 209 can be operated electrically or hydraulically and have an integrated position sensor. For example, the integrated position sensor can send the control a position feedback signal, which is for an actuator position and thus for the position of the displaceable valve 234a (or the sliding valve 234b ) is representative. When the position feedback signal indicates that the sliding valve 234a (or the sliding valve 234b) the control has reached the commanded position the actuator 209 turn off to give an example.

In an alternative example, the active housing structuring 212 based on a pressure difference at the compressor inlet 216 and an intake manifold downstream of the compressor. In a further alternative example, the active housing structuring 212 based on a pressure differential across the intake manifold and turbine inlet. In a further alternative example, the active housing structuring 212 based on engine load and engine speed conditions (e.g., current engine operating speed and load) relative to a pumping threshold. It is understood that the examples presented in this document are of an explanatory nature and the active housing structuring 212 can also be set based on other parameters.

As in the 2A - 2 B shown is the VID 240 inside the intake duct 226 immediately upstream of the impeller 206 positioned so that no other components between the VID 240 and the impeller 206 can be placed. In one example, immediately upstream of the impeller means that the VID 240 at a distance that is within 25% of a length between the blow-out mouth 232 and the return mouth 230 is upstream of the impeller 206 is positioned. For example, the blow-out mouth 232 and the return mouth 230 spaced apart by a first length (e.g. 50 mm) and the VID 240 can be a second length (e.g. 10 mm) from the leading edge of the impeller 206 be spaced, which makes the VID 240 a distance from the impeller that is within 25% (e.g., 20%) of the length that separates the blowout orifice from the return orifice 206 can be spaced. In another example, immediately upstream of the impeller additionally or alternatively means that the VID 240 at a distance upstream of the impeller 206 is positioned, which is substantially smaller than a diameter of the intake duct 226 is like a little less than a fifth of the diameter of the intake duct 226 , is. In another example, immediately upstream of the impeller additionally or alternatively means that the VID 240 at a distance in a range of 2 to 10 millimeters from the leading edge of the impeller 206 near the impeller 206 is positioned. There may also be a level of VID 240 at least partially with a level of spirals 210 overlap. For example, as explained in more detail below, the VID 240 a variety of blades, such as the blade 241 , and when the blades are closed (as in 2A shown), the downstream surface of the blades (e.g., the second surface 246 that on the impeller 206 shows) one level 260 form that intersects the spirals. An outlet end 203 the VID 240 is upstream of the blow-out mouth 232 arranged, and an inlet end 205 is downstream of the return mouth 230 arranged. The VID 240 spans an inner circumference of the intake duct 226 and is at one Inner surface of the wall 207 of the intake duct 226 arranged adjacent. For example, an outer diameter of the VID 240 an inner diameter of the intake duct 226 correspond approximately, so that an external limitation of the VID 240 in surface-dividing contact with the inner surface of the wall 207 lies. The VID 240 has a variety of blades (or airfoils) 241 on, each scoop 241 via a hinge pin and an actuating arm 219 on a flush plate 215 is coupled. The number of blades can vary, such as a number in a range from 2 to 15. Each blade 241 has a first surface 244 and a second surface 246 on, the first area 244 and the second surface 246 are separated from one another by a thickness of the blade and run parallel to one another. Every scoop 241 also has a length and a width, the width increasing radially outward along the length of the blade, as with reference to FIG 3A shown.

2A shows a first scheme 200 where the VID is set (e.g. operated) to a closed position, as described below with reference to FIG 3A is further described, whereas 2 B a second scheme 225 shows that the VID is in an open position (e.g., actuated), as described below with reference to FIG 3B is further described. If the VID 240 is in the closed position, which in 2A is shown, then the first surface 244 an upstream surface and the second surface 246 a downstream surface. Both the first area 244 as well as the second area 246 every scoop 241 are essentially perpendicular to the central axis of the compressor 224 and a direction of gas flow at the compressor inlet 216 , If the VID 240 is in the open position which is in 2 B is shown, then both the first surface 244 as well as the second area 246 every scoop 241 essentially parallel to the central axis of the compressor 224 and the direction of gas flow at the compressor inlet 216 , Also, the first area 244 and the second surface 246 rotated 90 degrees in the open position compared to being in the closed position. The VID 240 can on the basis of the operating plate 215 and an actuator 223 between the open position and the closed position. With the actuator 223 it can be an electric motor that is communicatively coupled to the controller, for example, so that a command signal from the controller causes the actuator 223 the position of the blades 241 over the flush plate 215 established. The actuator 223 can be operated electrically or hydraulically and have an integrated position sensor. For example, the integrated position sensor of the controller can send a position feedback signal, which is for an actuator position and thus for the position of the blades 241 is representative. If the position feedback signal indicates that the blades 241 the control can reach the actuator 223 turn off to give an example.

The VID 240 through control via the actuator 223 and the actuator plate 215 , as in 2A shown to be operated in the closed position. In the closed position, the air flow is in front of the leading edge of the full blade 220 blocked. If the VID 240 is in the closed position, for example, a diameter of the intake duct 226 immediately upstream of the impeller 206 narrowed down, the VID 240 is set to a state with a smaller radius (e.g. small border). The outer limit of the impeller (e.g. that on the housing 214 adjacent outer edges) does not interact with the airflow, effectively reducing the size of the impeller 206 reduced. The VID 240 the air flow can, for example, be 20-40% of the impeller 206 block when it is in the closed position. In the present context, the outer limit of the impeller refers to the 20-40% of the impeller, which is determined by the VID 240 be locked in the small bezel condition while a middle section of the impeller, including the hub 218 , remains unblocked. As a result, compressor performance is similar 202 that of a smaller compressor, and the compressor efficiency at lower compressor speeds and mass flows is increased. In some examples, the active case structuring 212 be simultaneously set in a position that allows air to flow through the return duct 228 prevented, such as by operating the sliding valve 234a in the closed position what the compressor efficiency compared to that the VID 240 and the sliding valve 234a held in the open position, further increases. In other examples, the VID 240 and active case structuring 212 however, be set at different times. In still other examples, the VID 240 and active case structuring 212 can be operated using a single actuation system as described with reference to FIG 4A -4B is described.

In the case of higher engine loads, the VID 240 about the actuator 223 and the actuator plate 215 operated in the open position as in 2 B shown. With the actuator 223 it can be, for example, an electric or hydraulic motor that drives the actuating plate 215 make it spin and then the VID 240 by rotating each actuator arm 219 can drive it to close or open. It is in the open position Air flow to the impeller 206 unlimited, the VID 240 is placed in a state with a larger radius (for example a large rim), which enables a higher engine output or a higher torque. If the VID 240 is open, the active housing structuring 212 in some examples, be adjusted simultaneously so that the air flow through the return duct 228 is permitted (e.g. the sliding valve 234a operated in the open position), as in 2 B shown. Allowing air to flow through the return duct 228 flows, a pump span of the compressor is expanded. In other examples, the VID 240 and active case structuring 212 however, be set at different times. Because both a VID 240 as well as active case structuring 212 integrated and their positions adjusted based on operating conditions, the compressor can 202 operate with high efficiency and extended pump range in a wide range of flows, which reduces fuel consumption and increases the performance of the engine.

The 3A - 3B show details of the in the 2A - 2 B shown VID 240 , Specifically shows 3A an angled front view 300 the VID 240 in the closed position, and 3B shows an angled front view 320 the VID 240 in the open position. Components of 3A - 3B that with components in 2A -2B match, are numbered the same and may not be introduced again.

As in the 3A - 3D shown, the VID 240 a plurality of adjacent blades 241 in a ring around a central axis of the VID 240 on, which is collinear to a central axis of a compressor such as that in FIGS 2A -2B shown axis of rotation 224 can be. The inlet end 205 the VID 240 that in the views 300 and 320 as shown extending into the page is through the actuator plate 215 educated. The outlet end 203 the VID 240 that in the views 300 and 320 as shown extending from the side is through the inner edges 309 the shovels 241 educated. Gas (e.g. intake air) that flows through a duct in which the VID 240 is positioned (such as the inlet lines or intake ducts that 2A -2B are shown), occurs with the inner edges 309 in touch while it's the VID 240 happens. To the VID 240 between the closed position ( 3A ) and the open position ( 3B ) every shovel 241 based on the corresponding operating arm 219 around an actuation axis 313 turned. Every actuation axis 313 is arranged radially from the central axis of the compressor.

In the closed position, which in 3A is shown form the inner edges 309 the shovels 241 a continuous ring with an inner diameter 343 , which acts as a flow channel through the VID 240 serves. The edges of the blades 241 may have a tapered shape that allows adjacent blades to be located 241 overlap to reduce the loss of flow through the blades. If the first area 244 and second surface 246 every scoop 241 The blades are positioned perpendicular to the direction of the air flow 241 the air flow through the VID 240 , and a diameter of the outlet end 203 corresponds to the inside diameter 343 in the closed position. The inside diameter 343 can in relation to an outside diameter of the VID 240 to 60 -80% must be the same as an inner diameter of an intake duct in which the VID is positioned (e.g. the one in the 2A and 2 B shown intake duct 226 ) can roughly correspond. If the VID 240 is in the open position and the first face 244 and second surface 246 every scoop 241 are positioned parallel to the direction of air flow, then that is through the blades 241 trained ring (using the dashed line 310 in 3B specified) no longer consistently. The blades limit in the open position 241 the air flow through the VID 240 to a lesser extent, and the diameter of the outlet end 203 corresponds essentially to an inner diameter 345 the actuator plate 215 that is larger than the inside diameter 343 is.

Alternatively, the VID may be configured to move radially inward and outward with respect to the intake port of the compressor to set an effective flow area of the compressor inlet. 4A - 4B show a sectional view of a second example of a compressor 402 of a turbocharger that has an ACT and a VID 440 that are in an inlet line (e.g. an intake duct) of the compressor 402 is positioned. In one example, the compressor 402 the compressor 174 out 1 his. A turbine like the one in 1 shown turbine 176 , can over a wave 404 rotatable to the compressor 402 be coupled. Specifically, the turbine converts the energy of the exhaust gas into rotational energy for rotating the shaft 404 that with an impeller 406 is connected to. The impeller 406 can also be called a compressor wheel in this document. The compressor 402 points the impeller 406 , Diffusers 408 , Spirals (e.g. compression chambers) 410 , an active case structuring 412 and a housing 414 on. By rotating the impeller 406 becomes gas through a compressor inlet 416 of the housing 414 in the compressor 402 sucked. As non-limiting examples, the gas may include air from an intake duct, exhaust air (such as when using external exhaust gas recirculation), an air / Fuel mixture and combinations thereof belong. Gas flows out of the compressor inlet 416 and is by the impeller 406 accelerates before passing through the diffuser 408 into the spiral 410 flows. The diffuser 408 and the spiral 410 slow down the gas, causing an increase in pressure in the spiral 410 leads. Pressurized gas can come from the spiral 410 flow to the intake manifold.

Elements in the compressor 402 can refer to the direction of gas flow path through the compressor 402 to be discribed. An element that is substantially in the direction of the gas flow with respect to a reference point is downstream of the reference point. An element that is substantially opposite to the direction of the gas flow with respect to a reference point lies upstream of the reference point. For example, the compressor inlet is located 416 upstream of the impeller 406 that is upstream of the diffuser 408 located. The diffuser 408 is located downstream of the impeller 406 that is downstream of the compressor inlet 416 located.

The impeller 406 has a hub 418 and a variety of airfoils, including a full airfoil 420 and a shovel 422 , on. The impeller 406 can also be a full shovel 420 without a shovel 422 exhibit. The full bucket 420 and the splinter shovel 422 are on the hub 418 appropriate. At the edge of the full bucket 420 that are inside the compressor 402 furthest upstream, it is the leading edge of the full blade 420 , Likewise, the splinter scoop points 422 a leading edge at the portion of the splitter blade 422 most upstream. The leading edge of the full bucket 420 is located upstream of the splinter vane 422 , The impeller 406 still has an axis of rotation 424 on that with an axis of rotation for the drive shaft 404 and a turbine hub of the turbine (not shown) is aligned. The axis of rotation 424 is essentially parallel to the gas flow at the compressor inlet 416 and essentially perpendicular to the gas flow at the diffuser 408 , The axis of rotation 424 can also be used in this document as the central axis of the compressor 402 be designated.

The housing 414 has a compressor inlet 416 , an intake duct (also referred to in this document as an inlet line) 426 , Return channels 428 (only one of which is marked), return mouths 430 (only one of which is marked) and blow-out orifices 432 (only one of which is marked). The impeller 406 is in the intake duct 426 contain. Every outlet mouth 432 is located downstream of the leading edge of the full blade 420 and downstream or upstream of the leading edge of the splitter vane 422 , Any return mouth 430 is located downstream of the compressor inlet 416 and upstream of the impeller 406 , The return mouths 430 are designed to allow gas to flow between the return channels 428 and the intake duct 426 can flow.

The active case structuring 412 is designed to control the gas flow through the compressor 402 to control. In concrete terms, the active housing structuring 412 by a controller (e.g. the controller 12 , in the 1 is shown), the gas flow through each return channel is controlled 428 (which can also be referred to as a housing structuring recess) selectively control. In case of conditions with high pressure ratio and low mass flow, it can be the active housing structuring 412 for example, allow gas from the intake duct 426 through the discharge mouth 432 in the return channel 428 and back into the intake duct 426 flows what in the direction of the arrows 433 , in the 4B are shown. Thus, the gas flow on the leading edge of the full blade 420 hits, larger than without the blow-out mouth 432 his. The additional gas flow may allow the turbocharger compressor to operate with a lower gas flow through the compressor before pumping occurs (e.g., by expanding a pumping span).

The intake duct 426 can be essentially cylindrical. The return channel 428 can be substantially ring-shaped since it is outside the intake duct 426 and surrounds it. The mouths that the intake duct 426 and the return channel 428 connect, such as the return mouth 430 and the blow-out mouth 432 , can be implemented using different means. For example, the mouths can be formed as one or more holes in a wall 407 of the intake duct 426 are formed (e.g. a wall that forms this). In one example, the wall 407 part of the housing 414 his. As another example, the orifices may be formed as one or more slots that extend around the circumference of the suction channel and through a wall of the housing that forms the suction channel. The orifices can be of uniform or non-uniform width along the length of the orifice from the intake duct 426 to the return channel 428 exhibit. Each mouth may have a center line that extends along the length of the mouth from the intake duct 426 to the return channel 428 extends. The center line can be perpendicular to the axis of rotation 424 of the impeller 406 or the center line may have a non-zero slope relative to the normal to the axis of rotation of the impeller 406 exhibit.

The active case structuring 412 and the VID 440 can be set using a suitable actuator. As in the 4A and 4B shown, the air flow is both through the active housing structuring 412 as well as the VID 440 through a single actuation system 435 controlled as it is with reference to the 5A -5B is further described. A common actor 423 , which can be an electric motor, for example, represents a position of an adjusting ring 415 based on a wave 425 on. The adjustment ring 415 can be electronically or hydraulically by a common actuator 423 are driven. The adjustment ring 415 has a variety of blades 434 , with a number of blades 434 a number of return channels 428 corresponds, and a variety of slots (which in the 4A and 4B are not visible), with a number of slots of a number of blades 441 the VID 440 equivalent. Every scoop 441 is over an arm 419 and a bolt 421 to a slot in the adjustment ring 415 coupled. 4A shows a first scheme 400 , in which the VID is set in a closed position (for example actuated) and the air flow through each return duct 428 by means of valves 434 of the adjustment ring 415 is blocked as referenced below 5A is further described, whereas 4B a second scheme 450 shows in which the VID is set to an open position (for example actuated) and the air flow through each return duct 428 is allowed as it is below with reference to 5C is further described.

The common actuator 423 can have an integrated position sensor. For example, the integrated position sensor of the controller can send a position feedback signal, which is for an actuator position and thus for the position of the blades 441 and valves 434 is representative. Because the shovels 441 and valves 434 via the common actuator 423 and the adjustment ring 415 Operated together, a single feedback signal can be used to determine that both of the blades 441 as well as the valves 434 move as directed. If the position feedback signal indicates that the blades 441 and valves 434 the control can reach the actuator 423 turn off to give an example.

As in the 4A - 4B shown is the VID 440 inside the intake duct 426 immediately upstream of the impeller 406 positioned so that no other components between the VID 440 and the impeller 406 can be placed. In one example, immediately upstream of the impeller means that the VID 440 at a distance that is within 25% of a length between the blow-out mouth 432 and the return mouth 430 is upstream of the impeller 406 is positioned. In another example, immediately upstream of the impeller additionally or alternatively means that the VID 440 at a distance upstream of the impeller 406 is positioned, which is substantially smaller than a diameter of the intake duct 426 is like a little less than a fifth of the diameter of the intake duct 426 is. In another example, immediately upstream of the impeller additionally or alternatively means that the VID 440 at a distance in a range of 2 to 10 millimeters from the leading edge of the impeller 406 near the impeller 406 is positioned. There may also be a level of VID 440 at least partially with a level of spirals 410 overlap. An outlet end 403 the VID 440 is upstream of the blow-out mouth 432 arranged, and an inlet end 405 is downstream of the return mouth 430 arranged. The number of blades 441 can vary, such as a number in a range from 2 to 15. Each blade 441 has a first surface 444 and a second surface 446 on, the first area 444 and the second surface 446 are separated from one another by a thickness of the blade and run parallel to one another. The first area 444 is an upstream inlet surface of each blade 441 , and the second surface 446 is a downstream outlet surface of each blade. The first area 444 and the second surface 446 every scoop 441 are essentially perpendicular to the central axis of the compressor 424 and the direction of gas flow at the compressor inlet 416 , Every scoop 441 also has a length and a width, the width increasing radially outward along the length of the blade, as with reference to FIG 4A shown.

The VID 440 can be operated in the closed position by the control the adjusting ring 415 about the actuator 423 rotates to a first position, as in 4A shown and with reference to 5A described further. If the VID 440 in the closed position, the blades protrude 441 by means of a recess 413 inside the active case structuring 412 into the intake duct 426 into it. The shovels 441 can on the inner wall 407 be positioned adjacent so that between the wings 441 and the inner wall 407 no air flows along. In some examples, the blades can 441 in the recess 413 Extend to reduce air loss in the recess in the closed position. In the closed position, the air flow is in front of the leading edge of the full blade 420 blocked. If the VID 440 is in the closed position, for example, a diameter of the intake duct 426 immediately upstream of the impeller 406 narrowed down, the VID 440 is set to a state with a smaller radius (e.g. small border). The limitation of the impeller (e.g. to the housing 414 adjoining Outer edges) does not interact with the airflow, which effectively size the impeller 406 reduced. The VID 440 the air flow can, for example, be 20-40% of the impeller 406 lock when in the closed position, locking at the outer 20-40% of the impeller rather than in the center of the impeller. As a result, the compressor efficiency is increased at lower compressor speeds and mass flows. At the same time the valves 434 by rotating the adjustment ring 415 placed in the first, closed position such that the air flow through each return duct 428 what is prevented is that the VID 440 closed and the active case structuring 412 is open (e.g. the return channel 428 is open), the compressor efficiency further increases. The active case structuring 412 can be referred to in this document as in a closed position when the air flow through each return duct 428 through the valves 434 is blocked, such as in 4A shown.

In the case of higher engine loads, the VID 440 actuated to the open position by the controller's adjustment ring 415 about the actuator 423 rotates to a second position, as in 4B shown and with reference to 5C described further (there may be some intermediate positions between the first position and the second position, as described with reference to FIG 5B is described). By turning the adjustment ring 415 become the shovels 441 in the recess 413 retracted so the blades 441 no longer in the intake duct 426 protrude into and within the walls of the active housing structuring 412 are positioned. The air flow to the impeller is in the open position 406 unlimited, the VID 440 is placed in a state with a larger radius (for example a large rim), which enables a higher engine output or a higher torque. For example, the inner edges 409 the shovels 441 flush with the inner wall 407 his. On the other hand, the blades 434 by rotating the adjustment ring 415 to the second, open position from each return channel 428 rotated out so that the air flow through the return duct is allowed, which is a pump span of the compressor 402 expanded in comparison to blocking the air flow through the return duct. (The valves 434 are in the view of 4B not shown as it comes from the level of the second scheme 450 have been rotated out.) The active case structuring 412 can be referred to in this document as being in an open position when the air flow through each return duct 428 is permitted, such as in 4B shown.

Because both a VID 440 as well as active case structuring 412 under the control of a common actuator 423 can be integrated, the compressor 402 operate with high efficiency and extended pump range in a wide range of flows, which reduces fuel consumption and increases the performance of the engine. In this way, the active housing structuring 412 and the VID 440 can be adjusted simultaneously, so that air under selected operating conditions through the return duct 428 flows and the impeller 406 under other operating conditions has a reduced effective size as referenced in FIG 9 is further described. To give an example, the active case structuring 412 and the VID 440 based on a pressure difference at the compressor inlet 416 and an intake manifold downstream of the compressor. In another example, the active case structuring 412 and the VID 440 can be adjusted simultaneously based on a pressure difference in the intake manifold and at the compressor inlet. In another example, the active case structuring 412 and the VID 440 based on engine load and engine speed conditions (e.g., current engine operating speed and load) in relation to pumping thresholds. It is understood that the examples presented in this document are illustrative and that other examples are possible. In addition, by using the common actuation system, only one position sensor is necessary to determine whether each of the VID and active housing structure are moving to the commanded positions as expected.

The 5A -5C show details of the VID 440 and the adjustment ring 415 of 4A -4B. Specifically shows 5A a front view 500 the VID 440 and the active housing structuring 412 in the closed position, 5B shows a front view 510 the VID 440 and the active housing structuring 412 in an intermediate position and 5C shows a front view 520 the VID 440 and the active housing structuring 412 in the open position. Components of 5A - 5C that with components in 4A - 4B match, are numbered the same and may not be presented again.

As in the 5A -5B shows the VID 440 a plurality of adjacent blades 441 in a ring around a central axis of the VID 440 on, which is collinear to a central axis of a compressor such as that in FIGS 4A - 4B shown axis of rotation 424 can be. In the representation of the views 500 . 510 and 520 runs the inlet end 405 the VID 440 in the side, and in the views 500 . 510 and 520 runs the outlet end 403 the VID 440 from the side. Gas (e.g. intake air) that flows through a duct in which the VID 440 positioned (such as the inlet lines or Intake ducts in the 4A -4B are shown), occurs with the inner edges 409 in touch while it's the VID 440 happens. Thus form the inner edges 409 a flow channel through the VID 440 ,

In the closed position, which in 5A is shown form the inner edges 409 the shovels 441 a continuous ring with an inner diameter 543 , The inside diameter 543 can be in relation to an inner diameter of an intake duct in which the VID 440 is positioned (e.g. in the 4A and 4B shown intake duct 426 ), be 60-80% the same if the VID 440 is in the open position. The inside edges 409 the shovels 441 can have a tapered shape, so that adjacent blades 411 can overlap to prevent losses. To the VID 440 and active case structuring 412 between the closed position ( 5A) and the open position ( 5C ) every shovel 441 the VID 440 in the recess 413 retracted by the adjusting ring 415 via the common actuator 423 and the wave 425 is rotated. With the common actuator 423 it can be, for example, a stepper motor that drives the shaft 425 moved sideways. The lateral movement of the shaft 425 brings the adjustment ring 415 for turning. If the adjustment ring 415 the slots move 417 in relation to the arm 419 and bolts 421 every scoop 441 that can be translated in a radial direction. As a result, the bolt shifts 421 along the slot 417 what the shovel 441 pulls radially outwards, creating the inside diameter 543 increases. If the VID 440 and active case structuring 412 for example, as in 5B shown in the intermediate position, the blades 441 partially in the recess 413 retracted. On the other hand, the valves 434 by rotating the adjustment ring 415 moved such that the return channels 428 partially opened. It should be noted that there are two return channels 428 (and two corresponding valves 434 ) are shown, but any number of return channels is possible, which can be distributed symmetrically or asymmetrically around the central axis of the compressor. If the VID 440 is in the open position and the blades 441 completely into the recess 413 are retracted, then the inside diameter 543 at the maximum value, which is a diameter of the inner wall 407 corresponds as in 5C shown. If the active housing structuring 412 in the open position, cover or block the valves 434 the return channels 428 not like in 5C shown.

In some examples, the in 5B intermediate position shown may be temporary, and the VID 440 and active case structuring 412 can only be operated in the open (e.g. completely open) and closed (e.g. completely closed) position. In other examples, the VID 440 and active case structuring 412 be continuously variable between the fully open and the fully closed position, with a controller selecting a position of the adjustment ring that will result in a desired partially open position based on operating conditions.

2A - 5C show exemplary designs with a relative positioning of the different components. If such elements are shown in such a way that they touch one another directly or are directly coupled to one another, they can be referred to as directly touching or directly coupled in at least one example. Likewise, elements shown adjacent or adjacent to each other may be adjacent or adjacent to each other in at least one example. As an example, components that reside in area sharing touch can be referred to as area sharing touch. As another example, elements that are positioned separately from one another, with only a space between them and no other components, can be designated in such a way in at least one example. As yet another example, elements shown above / below one another, on opposite sides of each other, or left / right of each other may be so referred to in relation to each other. Furthermore, as shown in the figures, an uppermost element or an uppermost point of an element in at least one example can be referred to as a “top side” of the component and a bottom element or a bottom point of the element can be referred to as a “bottom side” of the component , In the sense used here, top / bottom, top (r / s) / bottom (r / s), over / under can refer to a vertical axis of the figures and can be used to describe the positioning of elements of the figures in relation to one another , Thus, in one example, elements shown above other elements are positioned vertically above the other elements. As yet another example, shapes of the elements depicted within the figures can be referred to as having those shapes (such as round, straight, planar, curved, rounded, beveled, angled, or the like). Furthermore, elements shown to intersect each other may be referred to as intersecting elements or intersecting each other in at least one example. Still further, an element shown inside another element or outside another element may be referred to in one example.

With reference to 6 Figure 11 is a flow diagram of an example process 600 for controlling the operation (e.g., controlling a position) of a variable intake device positioned in an intake line of a turbocharger compressor. Specifically, the variable intake device (VID) may be the VID 240 act in the 3A -3B, and it can be used in an engine system such as that shown in 1 shown system of the engine 10 be included. The VID may be positioned in an intake line of a compressor, upstream of an impeller, such as in FIGS 2A -2B shown. As in the 2A -2B also shown, the compressor may further include a housing structure that has a return channel. Instructions for performing the procedure 600 and the other methods contained in this document can be controlled by a controller (e.g. the in 1 shown control 12 based on instructions stored in a memory of the controller and in connection with sensors of the engine system, such as those referring to FIG 1 described sensors, received signals are executed. The controller can control engine actuators of the engine system (e.g. the EGR valve 80 of 1 ) to adjust engine operation according to the procedures described below. For example, the controller can use an actuator of the VID (e.g. the actuator 223 who in 2A and 2 B to move the VID between an open position (as shown in 2 B and 3B shown) and a closed position (as in 2A and 3A shown).

The procedure 600 starts at 602 and includes estimating and / or measuring engine operating conditions. Operating conditions may include engine speed, engine load, engine temperature (such as derived from an engine coolant temperature measured using an engine coolant temperature sensor), air mass flow (such as a MAF sensor such as the MAF sensor) 122 of 1 measured), the intake manifold pressure (such as using a MAP sensor such as the MAP sensor 124 of 1 measured), a pressure difference in a compressor, an air mass flow through the compressor, a speed of the compressor, a position of the VID, the exhaust gas pressure (such as, for example, using the exhaust gas pressure sensor 158 measured) etc. belong. Operating conditions can be measured or derived based on available data.

at 604 includes the process 600 determining whether the engine is operating below a threshold. Working below the threshold can include that a current (e.g. currently determined) engine speed and engine load are below the threshold. In one example, the threshold may be a preset threshold that is stored in a characteristic field or a lookup table in a memory of the controller. It gets up short 8th Reference, in the an exemplary characteristic field 800 with respect to the engine load (vertical axis) in relation to the engine speed (horizontal axis). The characteristic field 800 includes an operational boundary line 802 , All of the possible engine speed and engine load operating points of the engine can be found on the axles and the operating limit line 802 be included. The characteristic field 800 also includes a pump threshold 804 , When the engine is operating at an engine speed and engine load point that is below or to the left of the pump threshold 804 , such as in a first area 806 , the likelihood of compressor pumps may be relative to the engine operating at an engine speed and load point that is above or to the right of the pump threshold 804 , such as in a second area 808 , lies, be elevated.

In the second area 808 of the engine characteristic field 800 divides a threshold 805 the second area 808 in a high-load region 808a and a low load region 808b , The high-load region 808a is on the right of the threshold 805 and includes engine loads and speeds higher than those through the threshold 805 are defined. Engine operation at peak torque is in the high load region 808a included, and the VID and active housing structuring can be adjusted to provide increased flow through the compressor to allow peak torque engine operation as well as pump reduction. In the low load region 808b engine loads and speeds are lower than those due to the threshold 805 defined and can correspond to an idle or partial load operation of the vehicle. Therefore, an ability to operate engine at peak torque in this region is not necessary, and the VIC and active housing structuring can be set in such positions that the mass flow into the compressor is reduced, while increasing the compressor efficiency and thus the fuel efficiency of the engine.

Additionally or alternatively, the controller can use a characteristic field or a lookup table with compressor conditions such as the differential pressure in the compressor and / or the air mass flow through the compressor in order to compare the operating conditions of the compressor with the pump threshold. An example of such a compressor characteristic field 1000 is in 10 shown.

The horizontal axis in the compressor characteristic field 1000 represents a mass flow rate of the compressor, the values increasing from left to right, whereas the vertical axis is on Pressure ratio across the compressor (e.g. an outlet pressure divided by an inlet pressure), with values increasing from bottom to top. The compressor characteristic field 1000 includes a variety of compressor speed lines 1002 , a surge line 1004 and a throttle limit 1006 , The surge line 1004 shows at which point the compressor operation loses stability and can show a pumping behavior that ranges from hissing noises to strong flow fluctuations. The throttle limit 1006 represents the highest possible mass flow at a given pressure ratio. A range between the surge line 1004 and the throttle limit 1006 represents a region of stable compressor operation, the second area 808 of the engine characteristic field 800 of 8th can correspond.

A first threshold 1008 can a first compressor characteristic field region 1010 with low mass flow and low pressure conditions within the region of stable operation of regions of the compressor characteristic field 1000 separate with a compressor operation at higher mass flows and higher pressure ratios. The compressor operation at higher mass flows and higher pressure ratios can be further divided into a second compressor characteristic field region 1012 , a third compressor characteristic field region 1013 and a fourth compressor map region 1014 divide. Boundaries between each of the first, second, third and fourth compressor map region 1010 . 1012 . 1013 respectively. 1014 can be defined by settings regarding the positioning of the VID and active housing structuring to fulfill the compressor operation, as is further described in this document.

The first threshold 1008 can the threshold 805 of the engine characteristic field 800 of 8th correspond. A second threshold 1011 can the second compressor characteristic field region 1012 and the third compressor map region 1013 at least partially separate. A fourth compressor map region 1014 , which corresponds to a peak efficiency region, can be located between the second compressor characteristic field region 1012 and the third compressor map region 1013 and through the second threshold 1011 from the second compressor characteristic field region 1012 be separated. The compressor operation in the first compressor characteristic field region 1010 may represent driving conditions in which peak engine torque operation is not requested, whereas operation in one of the second compressor map region 1012 , the third compressor characteristic field region 1013 and the fourth compressor map region 1014 may include engine operation at peak torque. The second compressor characteristic field region 1012 , the third compressor characteristic field region 1013 and the fourth compressor map region 1014 are with reference to 7 described further.

If the engine is on again 6 Reference works below the threshold (e.g. when the current engine speed and load operating point is in the low load region 808b , shown in the characteristic field 800 , and / or left of the first threshold 1008 in the compressor characteristic field 1000 of 10 lies), the procedure goes 600 to 606 above and implies that the VID is kept closed. Because the motor is already operating below the threshold, which corresponds to operation with the VID closed, it can be expected that the VID will already be in the closed position. The closed position of the VID is in the 2A and 3A shown as described above. As above with reference to 2A and 3A explained, the inner edges of the VID in the closed position reduce a diameter of the intake duct immediately upstream of the impeller.

at 608 includes the process 600 determining whether engine operation is approaching the threshold. The fact that engine operation is approaching the threshold may indicate that a transition from below the threshold to above the threshold is expected. To give an example, the controller may include compressor mass flow rate, compressor speed, and compressor pressure ratio in one or more lookup tables, algorithms, or maps (such as the compressor map) 1000 of 10 ) to get a real-time estimate of a distance from the threshold (e.g. the first threshold 1008 ) to determine. Alternatively, or in addition, to give another example, the controller may include engine speed and load in one or more lookup tables, algorithms, or maps (such as the engine map) 800 of 8th ) to get the real-time estimate of the distance from the threshold (e.g. the threshold 805 ) to determine. The engine operation approaching the threshold may be determined in response to the distance from the threshold being within a predetermined amount and / or the distance from the threshold decreasing at a rate above a threshold rate, to name one example.

If engine operation does not approach the threshold, no transition across the threshold is expected and the process 600 can too 606 Jump back to continue keeping the VID closed. If engine operation approaches the threshold, the procedure advances 600 to 610 before and includes increasing an amount of power that an exhaust gas turbine of the turbocharger (e.g., the turbine 176 of 1 ) is supplied to an instantaneous reduction in the compressor mass flow rate prevent that can occur when the VID is set to an open position. During a transition from working in the low load region 808b to the high-load region 808a , shown in 8th (or a transition from working in the first compressor map region 1010 to one of the second compressor characteristic field region 1012 , the third compressor characteristic field region 1013 and the fourth compressor map region 1014 of 10 ), a current loss of compressor efficiency and thus the compressor mass flow rate can be expected, for example. For this reason, the control system can take a preliminary control measure in order to maintain the compressor efficiency, and thus the mass flow rate, during the transition.

If the turbine is a VGT, the turbine power can be determined based on a VGT blade position and the pre-turbine exhaust gas pressure. To prevent loss of mass flow, which also reduces the pumping span, the controller can increase the power supplied to the exhaust gas turbine via a coordinated setting of the VGT vane position and an EGR valve position. The controller can, for example, enter the real-time estimate of the distance from the threshold, which serves as a transition limit, into one or more lookup tables, algorithms or maps and the corresponding VGT vane position and / or EGR valve position output. The controller can then send command signals to the VGT and / or the EGR valve to set the VGT vanes and / or the EGR valve to the output positions. By way of example, reducing an opening of the EGR valve can increase the pre-turbine exhaust pressure, which increases the compressor speed and maintains the compressor mass flow rate. To give another example, setting the VGT blades in a position that reduces a cross-sectional opening of the turbine may increase the pre-turbine exhaust pressure.

at 612 includes the process 600 determining whether engine operation is crossing the threshold. For example, engine operation may cross the threshold by moving from an operating point below the threshold to an operating point above the threshold, such as by moving from an operating point within the low load region 808b to an operating point in the high load region 808a , shown in 8th , hikes. To give another example, engine operation may cross the threshold by going from a compressor operating point in the first compressor map region 1010 to a compressor operating point in one of the second compressor map region 1012 , the third compressor characteristic field region 1013 and the fourth compressor map region 1014 , shown in 10 , hikes.

If engine operation does not cross the threshold, the procedure can 600 to 606 Jump back to keep the VID closed. In addition, if engine operation no longer approaches the threshold, the controller can reduce the power supplied to the exhaust gas turbine, for example by reducing the exhaust gas pressure upstream of the exhaust gas turbine. For example, the controller can 610 undo the anticipatory control measure to return the VGT blades and / or the EGR valve in nominal positions for the respective operating conditions. The controller can access a lookup table that has engine speed and load as input and output the EGR valve position and / or VGT vane position that corresponds to the entered engine speed / load, for example to call. In another example, the controller can determine the extent of the EGR (and therefore the EGR valve position) and / or the VGT vane position using logic rules that directly include parameters such as engine load, engine speed, engine temperature, etc.

If engine operation crosses the threshold, the procedure goes 600 to 614 about and involves opening the VID. Opening the VID may involve the controller sending an electronic signal to an actuator of the VID (such as that shown in 2A -2B shown actuator 223 ) sends the VID from the closed position to the open position (such as in the 2 B and 3B shown). In the open position, the flow restriction is minimized by the VID. Adjusting the VID from the closed position to the open position may involve pivoting a plurality of adjacent vanes of the VID over the actuator attached to an actuator plate (e.g., those shown in FIGS 2A -3B shown actuator plate 215 ) is coupled in a direction relative to a central axis of the compressor (around which an impeller of the compressor rotates) so that the blades are parallel to the direction of flow and an effective diameter of the outlet end of the VID is increased.

at 616 includes the process 600 reducing the power delivered to the exhaust turbine. Once the threshold is crossed and it has been determined that the operating condition is outside the low load region 808b and / or the first compressor characteristic field region 1010 the controller can, for example, return the VGT blade position and / or the EGR valve position to the nominal positions for the respective operating conditions. For example, the EGR valve can be opened further and the VGT blades can be opened a position can be set in which the cross-sectional opening of the exhaust gas turbine is enlarged. In this way, the anticipatory control measure can 610 temporarily increase the power delivered to the exhaust turbine so that compressor efficiency, and hence mass flow, is maintained while the VID is actuated from the closed to the open position. Then, once the VID is in the open position, the power delivered to the exhaust turbine is reduced to provide the desired mass flow rate. In connection to 616 the procedure ends 600 ,

If the engine to too 604 instead, does not operate below the threshold (e.g. when the current engine speed and load point is in the high load region 808a , shown in the characteristic field 800 , and to the right of the first threshold 1008 in the compressor characteristic field 1000 lies), the procedure goes 600 to 618 about and implies that the VID is kept open. Because the engine is already operating above the threshold, which corresponds to operation with an open VID, it can be expected that the VID will already be in the open position.

at 620 includes the process 600 determining whether engine operation is crossing the threshold. For example, engine operation may cross the threshold by moving from an operating point above the threshold to an operating point below the threshold, such as by moving from an operating point within the high load region 808a to an operating point in the low load region 808b , shown in 8th , hikes. To give another example, engine operation may cross the threshold by going from a compressor operating point outside of the first compressor map region 1010 to a compressor operating point within the first compressor characteristic field region 1010 , shown in 10 , hikes.

If engine operation does not cross the threshold, the procedure can 600 to 618 jump back to keep the VID open. If engine operation crosses the threshold, the procedure goes 600 to 622 about and involves closing the VID. Closing the VID may involve the controller sending an electronic signal to the VID actuator to move the VID from the open position to the closed position. Adjusting the VID from the open position to the cast position may involve pivoting each vane of the VID over the actuator coupled to the actuator plate so that one plane of each vane is perpendicular to the direction of flow and the effective diameter of the outlet end of the VID is reduced. Unlike moving the VID from a closed to an open position, the controller can move the VID from the open position to the closed position without pre-emptive action, as closing the VID may not result in reduced compressor efficiency and mass throughput. When the VID is in the closed position and an inlet of the impeller is reduced, flow through the impeller is restricted while a pumping span of the compressor is expanded, increasing compressor efficiency and reducing fuel efficiency. In connection to 622 the procedure ends 600 ,

In this way, by varying an inlet diameter of a compressor based on a VID based on engine operating conditions, a flow area of the compressor can be increased while increasing compressor efficiency. In addition, by taking anticipatory control measures while transferring the VID from a closed position, in which the inlet of the impeller is reduced, to an open position, it can be ensured that the compressor efficiency and the mass flow are maintained. Overall, the engine's fuel efficiency can be increased.

On 7 Referring to, a flow diagram of an example method 700 to control the operation of an active casing structuring of a compressor. The compressor can be used in an engine system such as that in 1 shown system of the engine 10 be included. The active housing structuring (e.g. the in 2A and 2 B shown active housing structuring 212 ) can have a return channel and a sliding valve (e.g. the sliding valve 234a of 2A and 2 B) exhibit. A controller (e.g. the controller 12 of 1 ) can be adjusted by adjusting a position of the sliding valve via an actuator (e.g. the actuator 209 of 2A and 2 B) control the flow through the return duct. As in 2A -2B also shown, the compressor may further include a variable inlet device (e.g. the VID 240 ) positioned in the compressor inlet. In particular, integrating the VID selectively limits the flow through the compressor by varying an inlet area of the compressor. However, it may be that the problem of pumping at higher compressor speeds and / or pressure ratios cannot be adequately resolved by integrating a VID alone, since the VID can be kept open under conditions with higher compressor speed in order to deliver a requested boost pressure. Opening the return duct of the active casing structuring makes it possible to extend the pumping span at higher compressor speeds and / or pressure ratios by allowing air to be discharged from the compressor outlet and to flow back to the inlet line. At lower compressor speeds and / or pressure ratios, especially however, while the VID is used to restrict flow through the compressor, the compressor efficiency will be reduced if the return duct is kept open. Accordingly, reductions in compressor efficiency can be avoided by controlling the flow through the return duct based on operating conditions, such as by opening the return duct and using active housing structuring to reduce pumping in conditions where the VID is not used (the VID e.g. Open) and closing the return duct (and not using the active casing structuring for pump reduction) in the presence of conditions in which the VID is used for pump reduction (e.g. the VID is closed) and / or while the compressor is not in pumping conditions approaches.

at 702 includes the process 700 estimating and / or measuring engine operating conditions. Operating conditions may include engine speed, engine load, engine temperature (such as derived from an engine coolant temperature measured using an engine coolant temperature sensor), air mass flow (such as a MAF sensor such as the MAF sensor) 122 of 1 measured), the intake manifold pressure (such as using a MAP sensor such as the MAP sensor 124 of 1 measured), a pressure ratio in a compressor, an air mass flow through the compressor, a speed of rotation of the compressor, a position of the sliding valve of the active housing structure, a position of the VID, etc. Operating conditions can be measured or derived based on available data.

at 704 it is determined whether the engine is operating below a first threshold. Working below the first threshold may include that a current (e.g. currently determined) engine speed and engine load are below the first threshold. In one example, the first threshold may be a preset threshold that is stored in a map, such as the threshold 805 in the characteristic field 800 of 8th , or which is stored in a lookup table in a memory of the controller. If the engine is operating at an engine speed and engine load point, the left of the threshold 805 the engine is running in the low-load region 808b , where an operation of the engine with peak torque does not have to be requested. Then engine operation is to the right of the threshold 805 and the engine works in the high load region 808a , where operation with peak torque and higher boost pressure can be requested.

In an alternative example, the first threshold can be a mass flow threshold. The mass flow rate in the compressor can be, for example, with a threshold mass flow rate, such as the first threshold 1008 of the compressor characteristic field 1000 of 10 be compared. If the mass flow rate is above the first threshold 1008 lies, the compressor can in one of the second compressor characteristic field region 1012 , the third compressor characteristic field region 1013 and the fourth compressor map region 1014 work that the high load region 808a of 8th correspond. If the mass flow rate is below the first threshold, the compressor may be in the first compressor map region 1010 work that of the low load region 808b of 8th equivalent. In some examples, the threshold mass flow rate may vary depending on the compressor pressure ratio. A controller (e.g. the controller 12 of 1 ) can enter the pressure ratio in a lookup table or a characteristic field and output the threshold throughput, to name an example.

If the engine does not operate below the first threshold, the procedure goes 700 to 705 above and includes determining whether engine operation is below a second threshold. The second threshold, which differs from the first threshold, can be a compressor threshold pressure ratio. The second threshold can be, for example, the in 10 shown second threshold 1011 correspond. In some examples, the compressor threshold pressure ratio may vary depending on the compressor mass flow. The controller can therefore enter the mass throughput in a lookup table or a characteristic field and output the second threshold, to name an example.

If engine operation is such that the compressor pressure ratio is above the second threshold, the compressor may be approaching pumping conditions. Extending a pumping span of the compressor as the compressor approaches pumping conditions can expand an operating range of the compressor and reduce a likelihood of compressor pumps occurring. If the engine does not operate below the second threshold, the procedure goes 700 therefore too 706 about and involves opening (or keeping open) the case structure. Opening the housing structure can mean that the control unit sends out an electronic signal so that the sliding valve can be moved from a closed position (e.g. in 2A shown) in an open position (e.g. in 2 B shown) actuated or the sliding valve is held in the open position. In the open position, a return flow is permitted from an intake duct of the compressor through a discharge opening near an impeller of the compressor to the return duct of the active casing structuring and back to the intake duct via a return opening. By the return of air through the active housing structuring can extend a pumping span at high compressor speeds and / or high pressure ratios. In connection to 706 the procedure ends 700 ,

If the engine, back to 705 works below the second threshold, the procedure goes 700 to 708 above and includes closing (or keeping closed) the case structure. Closing the housing structure may include the controller sending an electronic signal to actuate the sliding valve from the open position to the closed position or to hold the sliding valve in the closed position. In the closed position, the return flow is blocked by the sliding valve, which can be positioned in such a way that it covers the blow-out mouth or the return mouth (e.g., blocks the air flow at these). Thus, a larger portion of the air drawn into the compressor intake duct is directed through the impeller and downstream to an intake manifold of the engine. For example, if the engine is operating above the first threshold and below the second threshold, the engine operating conditions may be such that the compressor is within one of the limits in FIG 10 shown third compressor characteristic field region 1013 and fourth compressor characteristic field region 1014 works, which is the surge line 1004 do not approach. In the fourth compressor characteristic field region 1014 the housing structuring can be closed in order to avoid a loss of compressor efficiency due to flow loss inside the housing structuring. The third compressor characteristic field region is similar to this 1013 not near the surge line, so no pump reduction is necessary. In connection to 708 the procedure ends 700 ,

It should be noted that the casing structuring in some examples is while operating in the third compressor map region 1013 can be opened to the in 10 shown flow restriction 1006 to expand. Whether the case structuring is open while the compressor is in the third compressor map region 1013 works depends on the wheel design of the compressor. Therefore, variants of the procedure 700 can be used to maximize the width of the compressor map for a particular wheel design.

If the engine, back to 704 , works below the first threshold, the procedure goes 700 to 708 above and includes closing (or keeping closed) the case structure as described above. By preventing air recirculation through the active casing structuring at low compressor speeds when the compressor also includes a VID in a closed position that limits air flow through the compressor, overcompensation for pump reduction is avoided and compressor efficiency is increased. In connection to 708 the procedure ends 700 ,

In this way, a pump span of the compressor having a VID can be expanded by controlling air recirculation through active casing structuring based on compressor operating conditions at high compressor speeds and engine loads (for example, by opening the active casing structuring and allowing recirculation) while at the same time reducing compressor efficiency Compressor speeds and engine loads (for example, by closing the active casing structure and blocking the feedback while the VID is closed to reduce pumps or while no pump reduction is necessary). Overall, an air flow area of the compressor can be increased by allowing air recirculation through active casing structuring at higher compressor speeds and engine loads, and engine fuel efficiency can be increased by preventing air recirculation through active casing structuring at lower compressor speeds and engine loads.

Next shows 9 an example procedure 900 for coordinating the control of a position of a variable inlet device positioned in an inlet line of a compressor and the control of an active casing structuring of the compressor. Specifically, the variable intake device (VID) can be used in 4A -5D shown VID 440 his. The VID can be positioned upstream of an impeller in an inlet line of a compressor that has an active housing structure. In addition, the active case structuring and VID can be performed using a single actuation system, such as the one in 4A - 5C shown actuation system 435 , can be controlled simultaneously. For example, a controller (e.g. the one shown in 1 shown control 12 ) send a signal to the actuation system to move the VID between a position with a smaller radius (e.g. a closed position) and a position with a larger radius (e.g. an open position), while a return channel of the active housing structuring simultaneously is transferred between a closed position and an open position, as described further below.

The procedure 900 starts at 902 and includes estimating and / or measuring engine operating conditions. The engine speed, engine load, Engine temperature (such as derived from an engine coolant temperature measured using an engine coolant temperature sensor), air mass flow (such as using a MAF sensor such as the MAF sensor 122 of 1 measured), the intake manifold pressure (such as using a MAP sensor such as the MAP sensor 124 of 1 measured), a pressure ratio in a compressor, an air mass flow through the compressor, a rotational speed of the compressor, a position of an adjustment ring of the actuation system (e.g. the adjustment ring 415 of 4A - 5C ) etc. belong. Operating conditions can be measured or derived based on available data.

at 904 it is determined whether the engine is operating below an engine load threshold. The engine load threshold can distinguish engine operations with a relatively high load and high flow from operations with a relatively low load and low flow. For example, the controller may enter the current engine speed and / or load, including mass flow rate, into a map or lookup table to determine where engine operations are relative to the threshold 805 , shown using the dashed line, in the engine characteristic field 800 of 8th are located. The engine characteristic field 800 can be stored in a memory of the controller, and the threshold 805 can define engine speeds and loads at which setting positions of the VID and active housing structuring may be desired to give priority to either engine performance or fuel efficiency.

In the second area 808 of the engine characteristic field 800 divides the threshold 805 the second area 808 in a high-load region 808a and a low load region 808b , The high-load region 808a is on the right of the threshold 805 and includes engine loads and speeds higher than those through the threshold 805 are defined. Engine operation at peak torque is in the high load region 808a included, and the VID and active housing structuring can be adjusted to provide increased flow through the compressor to allow peak torque engine operation as well as pump reduction. In the low load region 808b engine loads and speeds are lower than those due to the threshold 805 defined and can correspond to an idle or partial load operation of the vehicle. Therefore, an ability to operate the engine at peak torque in this region is not necessary, and the VID and active casing structuring can be set in such positions that the mass flow into the compressor is reduced while increasing the compressor efficiency and thus the fuel efficiency of the engine.

While working in the low load region 808b compressor efficiency (and thus fuel efficiency) can be increased by narrowing an inlet of the compressor based on the VID and by preventing the recirculation by structuring the housing. While working in the high load region 808a engine output can be increased by widening the inlet of the compressor based on the VID, which allows more air flow through the compressor, and by expanding the pump span at higher speeds by allowing recirculation through the casing structure. This allows you to work in the low load region 808b priority is given to compressor efficiency and fuel efficiency, whereas during work in the high-load region 808a priority can be given to the performance of the engine.

In another example, the controller may additionally or alternatively measure a measured compressor pressure ratio and a mass flow into the compressor with a compressor characteristic field, such as the compressor characteristic field 1100 of 11 to compare. The compressor characteristic field 1100 includes a pressure ratio and mass flow threshold 1108 , shown as a dash line, analogous to the engine load threshold 805 of the engine characteristic field 800 of 8th can be. The pressure ratio and mass flow threshold 1108 defines a boundary between a first compressor characteristic field region 1110 and a second compressor map region 1112 , At compressor operating points (e.g. mass flow rates and pressure ratios) below the pressure ratio and mass flow threshold 1108 the compressor operates in the first compressor characteristic field region 1110 , the low compressor pressure ratios and mass flow rates (and lower compressor speeds) as well as the low load region 808b of the engine characteristic field 800 equivalent. At compressor operating points at or above the pressure ratio and mass flow threshold 1108 the compressor operates in the second compressor characteristic field region 1112 , the medium to high compressor pressure ratios and mass flow rates (and higher compressor speeds) as well as the high-load region 808a of the engine characteristic field 800 equivalent.

If the engine, back to 904 of 9 , does not work below the engine load threshold, engine operation is, for example, in the high-load region 808a of the engine characteristic field 800 , and the procedure closes 906 to operate the compressor in a power mode. Priority is given to engine performance while operating in performance mode, such as by increasing air flow through the compressor. While working in engine power mode, the VID and case structuring are kept open, as in 908 specified. The VID can, for example, be held in the position with a larger radius on the basis of the adjustment ring, the blades of the VID being inserted into a wall of the compressor suction duct, as in 4B and 5C shown. In addition, housing structuring is kept open by holding the position of the locking ring, such as by rotating valves coupled to the adjusting ring out of the return channel. If the engine is already operating above the threshold, it is expected that the VID and the case structure will already be in the open position.

at 909 includes the process 900 determining whether engine operation is crossing the threshold. For example, the controller may monitor engine operating conditions over time to adjust compressor operation in response to engine load falling below the engine load threshold. Engine operation can cross the threshold by moving from an operating point above the threshold to an operating point below the threshold, such as by moving from an operating point within the high load region 808a to an operating point in the low load region 808b , shown in 8th , hikes. To give another example, engine operation may cross the threshold by going from a compressor operating point within the second compressor map region 1112 to a compressor operating point within the first compressor characteristic field region 1110 , shown in 11 , hikes.

If engine operation does not cross the threshold, the procedure can 900 to 906 Jump back to continue operating the compressor in power mode, with the VID open (e.g. in the large enclosure position) and case structure open to accommodate high compressor mass flows (via the open VID) with pump reduction (via the open Enclosure structuring) for increased engine performance. If engine operation crosses the threshold, the procedure goes 900 to 911 and includes transferring the compressor to work in a fuel efficiency mode. While operating in the fuel efficiency mode, engine fuel efficiency is given priority over engine performance, such as by increasing compressor efficiency while the compressor is operating in a low mass flow area. Moving the compressor to work in fuel efficiency mode involves closing the VID and closing the case structure based on the individual actuation system, as in 913 specified. Closing the VID includes, for example, actuating the VID into the position with a smaller radius, such as by turning the adjustment ring into a first, closed position, which places the VID's blades in an intake duct of the compressor. As above with reference to 4A and 5A explained, an inlet diameter / open area of the impeller is reduced in the position with a smaller radius, which increases the compressor efficiency at low mass flows. In an alternative example, if the VID includes pivotable blades, closing the VID may include pivoting each blade of the VID using an actuator coupled to an actuator plate of the blades such that a plane of each blade is perpendicular to the direction of air flow through the compressor is what narrows the impeller inlet.

Due to the single, common actuation system, the active housing structuring is simultaneously actuated into the closed position by actuating the VID in the position with a smaller radius, so that the air flow through a return duct of the active housing structuring (e.g. the return duct 418 of 4A - 4B ) through a valve (e.g. the valve 434 of 4A and 5A - 5C ) is blocked. Blocking the flow return at lower mass flows and pressure ratios increases the compressor efficiency and thereby increases the fuel efficiency of the vehicle. For example, closing the VID while keeping the active casing structuring open would result in a loss of compressor efficiency. Closing the active casing structuring while the VID is in the closed position avoids the loss of compressor efficiency. Thus, a single signal from the controller leads to the actuation of both the VID and the valve, which can move in a coordinated manner.

Other examples may include independent actuation mechanisms for each of the VID and active package structuring. In such designs, the VID and the active housing structuring can be set simultaneously or at different times. In addition, the VID and active case structuring can be closed directly and quickly from the open position if they were previously open, or they can gradually and continuously close and pause at any point between the fully open and fully closed positions.

at 915 includes the process 900 an adjustment of engine operations in a low load condition. Engine operations that can be varied include enlarging an opening of a throttle valve to maintain a flow of supercharged air to the engine intake. The ignition timing can be adjusted, such as by adjusting the timing of the fuel injection or adjusting the timing of spark delivery in response to the reduced boost pressure applied to the combustion chambers of the engine, and the amount of fuel may also be adjusted accordingly. However, actuation of the VID to the smaller radius condition and the case structure to the closed position in response to the engine operating below the engine load threshold can be calibrated so that the change in compressor mass flow, compressor pressure ratio, and compressor efficiency is minimal , In this way, the engine load can smoothly transition between a high load state and the low load state. In connection to 915 the procedure ends 900 ,

If the engine, back to 904 , works below the engine load threshold, e.g. B. in the low load region 808b of the engine characteristic field 800 , then the procedure goes 900 to 910 above and includes operating the compressor in a fuel efficiency mode. While operating in the fuel efficiency mode, the engine's fuel efficiency is given priority over engine performance, such as by pumping down using the VID rather than the casing structuring to increase compressor efficiency. Operating the compressor in fuel efficiency mode may include keeping the VID and casing structuring closed, as in 912 specified. The VID can, for example, be held in the position with a smaller radius on the basis of the adjustment ring, the blades of the VID being positioned inside the intake duct of the compressor, as in FIG 4A and 5A shown. In addition, housing structuring is kept closed by maintaining the position of the locking ring, such as by rotating valves coupled to the adjusting ring into the return channel. Because the motor is already operating below the threshold, which corresponds to operation with the VID closed and the housing structure, it can be expected that the VID and the housing structure will already be in the closed position. If the VID and housing structuring are already closed (e.g. if the VID is in the position with a smaller radius and the valve blocks the flow through the active housing structuring), the positions of the VID and the housing structuring can remain unchanged. When the VID is held in the smaller radius closed position, the compressor is held in a small enclosure mode that reduces an inlet diameter / open area of the impeller to reduce compressor efficiency at a low flow rate (compared to having the VID open is) to increase. By keeping the case structure in the closed position, on the other hand, the return of air through the case structure is blocked, avoiding flow loss through the case structure to increase compressor efficiency and thereby increase the fuel efficiency of the engine (compared to the VID closed and the case structure is open).

at 914 the method includes determining whether engine operation is approaching the threshold. The fact that engine operation is approaching the threshold may indicate that a transition from below the threshold to above the threshold is expected. To give an example, the controller may include compressor mass flow rate, compressor speed, and compressor pressure ratio in one or more lookup tables, algorithms, or maps (such as the compressor map) 1100 of 11 ) to get a real-time estimate of a distance from the threshold (e.g. the threshold 1108 ) to determine. Alternatively, or in addition, to give another example, the controller may include engine speed and load in one or more lookup tables, algorithms, or maps (such as the engine map) 800 of 8th ) to get the real-time estimate of the distance from the threshold (e.g. the threshold 805 ) to determine. Engine operation approaching the threshold may be determined in response to the distance from the threshold being within a predetermined amount and / or the distance from the threshold decreasing at a rate higher than a threshold rate, for example to call.

If engine operation does not approach the threshold, no transition across the threshold is expected and the process 900 can too 910 spring back to continue operating the compressor in fuel efficiency mode, keeping the VID and case structure closed. If engine operation approaches the threshold, opening of the VID and the housing structure is anticipated. The procedure 900 is moving 916 before and includes increasing an amount of power that an exhaust gas turbine of the turbocharger (e.g., the turbine 176 of 1 ) is supplied to prevent a momentary reduction in the compressor mass flow. During a transition from working in the low load region 808b to the high-load region 808a , shown in 8th (or a transition from working in the first compressor map region 1110 to the second compressor characteristic field region 1112 of 11 ), for example, a current loss of compressor efficiency and thus the compressor mass throughput can be expected if the VID and the housing structure are open. For this reason, the control system can take a preliminary control measure in order to maintain the compressor efficiency, and thus the mass flow rate, during the transition.

If the turbine is a VGT, specifically the turbine output can be based on a VGT vane position and a pre-turbine exhaust gas pressure (e.g. using the in 1 shown pressure sensor 158 measured) can be determined. To prevent loss of mass flow, which also reduces the pumping span, the controller can increase the power supplied to the exhaust gas turbine via a coordinated setting of the VGT vane position and an EGR valve position. The controller can, for example, enter the real-time estimate of the distance from the threshold, which serves as a transition limit, into one or more lookup tables, algorithms or maps and the corresponding VGT vane position and / or EGR valve position output. The controller can then send command signals to the VGT and / or the EGR valve to set the VGT vanes and / or the EGR valve to the output positions. By way of example, reducing an opening of the EGR valve can increase the pre-turbine exhaust pressure.

at 918 includes the process 900 determining whether engine operation is crossing the threshold. For example, engine operation may cross the threshold by moving from an operating point below the threshold to an operating point above the threshold, such as by moving from an operating point within the low load region 808b to an operating point in the high load region 808a , shown in 8th , hikes. To give another example, engine operation may cross the threshold by going from a compressor operating point in the first compressor map region 1110 to a compressor operating point in the second compressor characteristic field region 1112 , shown in 11 , hikes.

If engine operation does not cross the threshold, the procedure can 900 to 910 spring back to continue operating the compressor in fuel efficiency mode, keeping the VID and case structure closed. In addition, if engine operation no longer approaches the threshold, the controller can reduce the power supplied to the exhaust gas turbine, for example by reducing the exhaust gas pressure upstream of the exhaust gas turbine. For example, the controller can 916 undo the anticipatory control measure to return the VGT blades and / or the EGR valve in nominal positions for the respective operating conditions. The controller can access a lookup table that has engine speed and load as input and output the EGR valve position and / or VGT vane position that corresponds to the entered engine speed / load, for example call. In another example, the controller can determine the amount of EGR (and therefore the EGR valve position) and / or the VGT vane position using logic rules that directly include parameters such as engine load, engine speed, engine temperature, etc.

If engine operation crosses the threshold, the procedure goes 900 to 920 about and involves transferring the compressor to work in performance mode. Transferring the compressor to work in performance mode involves opening the VID and opening the case structure based on the individual actuation system, as with 922 specified. Opening the VID includes, for example, actuating the VID to the larger radius position, such as by turning the adjustment ring to a second, open position that retracts the VID blades into a wall of the compressor intake passage, as in 4B and 5C shown. In an alternative example, if the VID includes pivotable blades, opening the VID may include pivoting a plurality of adjacent blades of the VID based on the actuator coupled to the actuator plate of the blades so that the plane of the blades is parallel to the direction of air flow through the compressor. In the open position with a larger radius, the VID does not restrict the flow through the impeller and the compressor inlet is larger, which enables high compressor flows and pressure ratios with higher efficiencies.

Due to the single, common actuation system, the active housing structuring is simultaneously moved into the position with a larger radius into the open position by actuating the VID by rotating the valve out of the return channel. When the valve is not positioned in the return duct, air flow through the return duct is allowed, thereby expanding the pumping span of the compressor. Thus, a single signal from the controller leads to the actuation of both the VID and the valve, which can move in a coordinated manner.

Other examples may include independent actuation mechanisms for each of the VID and active package structuring. In such designs, the VID and the active housing structuring can be set simultaneously or at different times. In addition, the VID and active case structuring can be opened directly and quickly from the closed position if they were previously closed, or they can open gradually and continuously and pause at any point between the fully closed and fully open position.

at 924 engine operations are set to a high load condition. Engine operations that can be varied include narrowing an opening of a throttle valve to maintain a flow of supercharged air to the engine intake. The ignition timing may be adjusted, such as by adjusting the timing of fuel injection or adjusting the timing of spark delivery in response to the increased boost pressure supplied to the combustion chambers of the engine, and the amount of fuel may also be adjusted accordingly. However, the actuation of the VID in the state with a larger radius and the housing structuring in the open position after the anticipatory control measure has been carried out 916 and calibrated in response to the engine operating above the engine threshold so that the change in compressor mass flow, compressor pressure ratio, and compressor efficiency is minimal. In this way, the engine load can smoothly transition between the low load state and the high load state.

Adjusting engine operations to the high load conditions may further include reducing the power delivered to the exhaust turbine. Once the threshold is crossed and it has been determined that the operating condition is outside the low load region 808b and / or the first compressor characteristic field region 1110 the controller can, for example, return the VGT blade position and / or the EGR valve position to the nominal positions for the respective operating conditions. In this way, the anticipatory control measure can 916 temporarily increase the power delivered to the exhaust gas turbine so that the compressor efficiency, and thus the mass flow, is maintained while the VID is actuated from the closed position to the open position and the casing structuring from the closed position to the open position. Then, once the VID and casing structure are in the open position (e.g., the adjustment ring is in the second, open position), the power that is supplied to the exhaust gas turbine is reduced by the desired mass flow rate for the respective one To provide engine load. In connection to 924 the procedure ends 900 ,

In this way, a turbocharger compressor can operate in one of two modes of operation by using a VID and active casing structuring that are actuated simultaneously using a single actuation system: a fuel efficiency mode in which the VID and the active casing structuring are closed and a performance mode, in which the VID and the active housing structuring are open. The compressor can be switched between two operating modes several times in the course of a driving cycle of the vehicle, the respective current mode being selected based on current operating conditions in order to enlarge an overall air flow area of the compressor. The selected operating mode can increase the efficiency of the compressor under the current operating conditions, which results in a faster response of the turbocharger in the presence of temporary engine conditions. In addition, the increased compressor efficiency results in lower fuel consumption in the case of both continuous and temporary engine operation.

12 shows an exemplary timing diagram 1200 regarding the operation of an engine with a compressor having a VID and an active casing structure that can be operated independently, such as that in FIG 2A -2B shown compressor 202 , The compressor can be installed in a turbocharger of a vehicle, such as in 1 shown, which also includes a high pressure EGR system. The VID can be set between an open and a closed position based on engine operating conditions, such as according to the method of FIG 6 , Similarly, active housing structuring (CT) may be adjusted between an open and a closed position based on engine operating conditions, such as according to the method of FIG 7 , The engine load is on course 1202 shown, the compressor mass flow is on course 1204 shown, the compressor pressure ratio is on course 1205 shown, the VID position is on history 1206 shown, the CT position is on course 1208 shown, and an EGR valve position is in progress 1210 shown. For all of the above, the horizontal axis represents time, with time increasing from left to right on the horizontal axis. The vertical axis represents each marked parameter. In the case of the courses 1202 and 1204 a value of the marked parameter increases on the vertical axis from bottom to top. In the case of the courses 1206 and 1208 shows the vertical axis, whether the VID and the CT - as marked - are open or closed. In the case of history 1210 the vertical axis shows the EGR valve position from a completely closed position ("closed") to a completely open position ("open"). There is also a surge limit based on the dashed line 1201 shown which of the pump threshold 804 of 8th may be similar, an engine threshold load is based on the dashed line 1203 shown that the engine load threshold 805 of 8th may be similar, and a compressor threshold pressure ratio is from the dashed line 1207 shown that the second threshold 1011 of 10 can be similar. When engine operation includes loads higher than the engine threshold load 1203 the engine may be in a high load region such as the high load region 808a of 8th work. When engine operation includes loads less than the engine threshold load 1203 the engine may be in a low load region such as the low load region 808b of 8th work. When the compressor is operating pressure ratios above the compressor threshold pressure ratio 1207 the compressor may be approaching pumping conditions. In the example of 12 is the compressor threshold pressure ratio 1207 Although shown to have a single value, it should be understood that the compressor threshold pressure ratio may vary based on the compressor mass flow in other examples, such as in FIG 10 shown.

Before time t1 can the engine load (course 1202 ) much higher than the pump threshold 1201 and also higher than the engine threshold load 1203 be, and the compressor mass flow (course 1204 ) is relatively high. Since the engine load is above the engine threshold load, there is no need to limit the air flow through the compressor to reduce pumping. The air flow can include, for example, a mixture of fresh intake air and recirculated exhaust gas. The compressor is thus operated with the VID in the open position (curve 1206 ). In addition, the compressor pressure ratio (curve 1205 ) greater than the compressor threshold pressure ratio 1207 , For this reason, due to a high pressure ratio and / or a high mass flow, pumps can operate based on the active housing structure, which is in the open position (curve 1208 ) can be reduced. Since the active case structuring is in the open position, the air flow is allowed through a return duct of the CT. The open position of the active casing structuring extends the pumping span, which enables higher mass flow rates and pressure ratios of the compressor. Thanks to the higher mass throughputs and pressure ratios, the engine output can be increased. Furthermore, the EGR valve is due to the high engine load (curve 1202 ) open to a relatively small degree (course 1210 ) to provide a relatively low level of EGR to the engine.

At the time t1 the compressor pressure ratio drops (curve 1205 ) below the compressor threshold pressure ratio 1207 , As a result, air flow through the return duct for pump reduction is no longer desired, which is why the CT is operated in the closed position. For example, a sliding valve (e.g. the sliding valve 234a or the sliding valve 234b , shown in 2A and 2 B) based on an actuator (e.g. the in 2A and 2 B shown actuator 209 ) is moved to the closed position, which blocks the air flow through the return duct. Closing the CT when the compressor is not approaching a surge line increases the compressor efficiency.

Between time t1 and time t2 takes the engine load (course 1202 ), such as due to a driver's release of an accelerator pedal. The degree of opening of the EGR valve increases as the engine load decreases 1210 ) to increase the amount of EGR provided to the engine. At the time t2 the engine load decreases (curve 1202 ) below the engine threshold load (dashed line 1203 ). In response, the VID is moved to the closed position (history 1206 ) is actuated, thereby reducing an effective size of an impeller of the compressor, and the CT is in the closed position (course 1208 ) held. When the VID is in the closed position, the compressor is operated in a small enclosure mode and the airflow through the return duct is blocked by the closed CT to increase compressor efficiency. The increased compressor efficiency also increases the vehicle's fuel efficiency.

Just before the time t3 takes the engine load (course 1202 ), such as due to the driver pressing the accelerator pedal. If the engine load (course 1202 ) the engine threshold load 1203 approaching, the controller anticipates the EGR valve position to ensure that engine operation is the engine threshold load 1203 exceeds. Specifically, the control system reduces the opening of the EGR valve (course 1210 ) to increase an exhaust gas back pressure and thus an amount of power that is supplied to an exhaust gas turbine of the turbocharger.

At the time t3 the engine load increases (curve 1202 ) about the engine threshold load 1203 on. In response, the VID is moved to the open position (history 1206 ) actuated, which enables higher mass throughputs through the impeller. Because of the anticipatory control measure of reducing the EGR valve opening, the transition of the compressor mass flow rate (course 1204 ) smooth. After the engine load (course 1202 ) about the engine threshold load 1203 increases and the VID in the open position (history 1206 ) has been actuated, the EGR valve is set to a nominal position for the respective operating conditions (e.g. engine speed and load). Specifically, the opening degree of the EGR valve is increased (course 1210 ) and then adjusted based on engine operating conditions to provide a desired engine dilution. Because the compressor pressure ratio (curve 1205 ) below the compressor threshold pressure ratio 1207 remains, the CT remains in the closed position ( 1208 ), whereby the Airflow through the return duct is blocked to increase compressor efficiency.

Then shows 13 an exemplary timing diagram 1300 relating to the operation of an engine with a compressor having a VID and an active housing structure that can be adjusted using a single actuation system, such as that in FIG 4A - 4B shown compressor 402 , The compressor can be installed in a turbocharger of a vehicle, such as in 1 shown, which further includes a high pressure EGR system. The VID and active package structuring (CT) can be simultaneously adjusted between open and closed positions based on engine operating conditions, such as according to the method of FIG 9 , The engine load is on course 1302 shown, the compressor mass flow is on course 1304 shown, the VID position is on history 1306 shown, the CT position is on course 1308 shown, and an EGR valve position is in progress 1310 shown. For all of the above, the horizontal axis represents time, with time increasing from left to right on the horizontal axis. The vertical axis represents each marked parameter. In the case of the courses 1302 and 1304 a value of the marked parameter increases on the vertical axis from bottom to top. In the case of the courses 1306 and 1308 shows the vertical axis, whether the VID and the CT - as marked - are open or closed. In the case of history 1310 the vertical axis shows the EGR valve position from a completely closed position ("closed") to a completely open position ("open"). There is also a surge limit based on the dashed line 1301 shown which of the pump threshold 804 of 8th can be similar, and an engine threshold load is based on the dashed line 1303 shown that the engine load threshold 805 of 8th can be similar. When engine operation includes loads higher than the engine threshold load 1303 the engine may be in a high load region such as the high load region 808a of 8th work. When engine operation includes loads less than the engine threshold load 1303 the engine may be in a low load region such as the low load region 808b of 8th work.

Before time t1 can the engine load (course 1302 ) much higher than the pump threshold 1301 and also higher than the engine threshold load 1303 be, and the compressor mass flow (course 1304 ) is relatively high. Since the engine load is above the engine threshold load, there is no need to limit the air flow through the compressor to reduce pumping. The air flow can include, for example, a mixture of fresh intake air and recirculated exhaust gas. Thus, the compressor with the VID is in the open position (course 1306 ) operated. Pumping due to a high pressure ratio and / or a high mass flow can be based on the active housing structuring that is in the open position (course 1308 ) is reduced. Since the active case structuring is in the open position, the air flow is allowed through a return duct of the CT. The open position of the active casing structuring extends the pumping span, which enables higher mass flow rates and pressure ratios of the compressor. Thanks to the higher mass throughputs and pressure ratios, the engine output can be increased. Therefore, the compressor is ahead of time t1 operated in a power mode.

Just before the time t1 takes the engine load (course 1302 ), such as due to a driver's release of an accelerator pedal. At the time t1 the engine load decreases (curve 1302 ) below the engine threshold load (dashed line 1303 ). In response, the VID and CT are simultaneously moved to their respective closed positions (history 1306 respectively. 1308 ) is actuated, reducing an effective size of an impeller of the compressor (e.g., operating the compressor in a small enclosure mode) and preventing airflow through the return duct to increase compressor efficiency. The increased compressor efficiency also increases the vehicle's fuel efficiency. That is why the compressor is between time t1 and t2 operated in a fuel efficiency mode.

Just before the time t2 takes the engine load (course 1302 ), such as due to the driver pressing the accelerator pedal. If the engine load (course 1302 ) the engine threshold load 1303 approaching, the controller anticipates the EGR valve position so that engine operation exceeds the engine threshold load 1303 transforms. Specifically, the control system reduces the opening of the EGR valve (course 1310 ) to increase an exhaust gas back pressure and thus an amount of power that is supplied to an exhaust gas turbine of the turbocharger.

At the time t2 the engine load increases (curve 1302 ) about the engine threshold load 1303 on. In response, the VID and CT are simultaneously moved to their respective open positions (history 1306 respectively. 1308 ) actuated, which enables higher mass flow rates through the impeller and more air flow through the return duct. Because of the anticipatory control measure of reducing the EGR valve opening, the transition of the compressor mass flow rate (course 1304 ) smooth. After the engine load (course 1302 ) about the engine threshold load 1303 increases and the VID in the open position (history 1306 ) has been actuated, the EGR valve is in a nominal position for the respective Operating conditions (e.g. engine speed and load) set. The degree of opening of the EGR valve (course 1310 ) enlarged and then adjusted based on engine operating conditions to provide a desired engine dilution. If the VID is in the open position and the CT is in the open position, the compressor will time out t2 operated again in performance mode.

In this way, by effectively controlling an inlet area of a compressor impeller based on operating conditions using a variable inlet device positioned near a leading edge of the impeller, a flow area of the compressor can be expanded, such as by expanding a pumping span at lower compressor mass flow rates. Furthermore, by integrating an active housing structuring that selectively enables gas flow through a return duct, the flow area of the compressor can be expanded, such as, for example, by expanding the pumping span at higher compressor mass flow rates. In addition, by blocking gas flow through the return passage while the variable inlet device restricts flow through the impeller, the compressor efficiency can be increased, thereby increasing the fuel efficiency of the vehicle. Independent actuation of the variable inlet device and active housing structuring can further increase compressor efficiency by keeping the active housing structuring closed until the compressor approaches pumping conditions. By actuating the variable inlet device and the active housing structuring by means of a common actuator, the air flow through the compressor can be adjusted with fewer components and a simplified control process. By integrating both the variable intake device and the active casing structuring, whether individually actuated or actuated by a common actuator, and adjusting their positions based on compressor operating conditions, overall higher engine power is available at higher engine loads without sacrificing the fuel efficiency of the Vehicle must be abandoned with lower engine loads.

The technical effect of positioning a variable inlet device to partially block the flow to an impeller of a compressor is to reduce an effective size of the impeller.

The technical effect of closing a return duct of a casing structuring of a compressor while a variable inlet device restricts the flow through the compressor is that the compressor efficiency is increased, which increases the fuel efficiency of the engine.

In one example, a method includes: adjusting an effective area of an impeller positioned in an intake port of a compressor while also adjusting gas flow through a casing structure surrounding the intake port, both the effective area and the gas flow based on operating conditions over one common, single actuator can be set. In the previous example, in addition or optionally, setting the effective range of the impeller includes setting an open range of a variable inlet device positioned in the intake duct immediately upstream of a leading edge of the impeller while simultaneously positioning a valve within a return duct of the housing structure is adjusted to adjust the gas flow through the housing structure, the return duct being fluidly coupled to the intake duct downstream of the leading edge of the impeller and upstream of the variable inlet device. In any or all of the preceding examples, additionally or optionally, the setting of the effective area of the impeller and the setting of the gas flow through the housing structuring based on the individual actuator include operating conditions: Setting the variable inlet device to a smaller, first open area for Reduce the effective range while adjusting the valve to a closed position to block gas flow through the recirculation channel in response to engine load dropping below an engine threshold load and adjusting the variable intake device to a larger, second open range to increase the effective range while the valve is set to an open position to allow gas flow through the return duct in response to the engine load reaching or exceeding the engine threshold load. In any or all of the preceding examples, the method additionally or optionally further includes: in response to adjusting the variable inlet device from the first open area to the second open area, adjusting a position of a throttle valve positioned downstream of the compressor. In any or all of the preceding examples, the method additionally or optionally further includes: in response to adjusting the variable intake device from the first open area to the second open area, adjusting the ignition timing of an engine coupled downstream of the compressor. In any or all of the preceding examples, additionally or optionally, that is setting the effective range of the impeller while using the individual Actuator at the same time the gas flow is set through the housing structuring, includes switching on an electric motor so that it rotates an adjusting ring which is coupled to the valve and to a plurality of vanes of the variable inlet device. In any or all of the preceding examples, additionally or optionally, the setting of the variable inlet device to the first open area, while at the same time the valve is being set in the closed position, includes switching on the electric motor so that it moves the adjusting ring in a first direction rotates, thereby moving the valve into the return passage to block the gas flow through the return passage, and thereby moving the plurality of blades to protrude into the suction passage and block the gas flow at the leading edge of the impeller; and that adjusting the variable inlet device to the second open area while simultaneously adjusting the valve to the open position comprises switching on the electric motor so that the adjusting ring is rotated in a second direction, thereby moving the valve out of the return channel, so that the air flow is permitted through the return duct, and whereby the plurality of blades from the intake duct is inserted into walls of the housing structure in order to allow the gas flow at the leading edge of the impeller. In any or all of the preceding examples, additionally or optionally, the compressor is driven by an exhaust gas turbine and the method further comprises: before setting the variable intake device to the larger, second open area, while at the same time the valve is in the open position is set, increasing an exhaust gas pressure upstream of the exhaust gas turbine; and after adjusting the variable intake device to the larger, second open area while simultaneously adjusting the valve to the open position, reducing the exhaust pressure upstream of the exhaust turbine. In any or all of the preceding examples, in addition or optionally, it applies that an exhaust gas recirculation duct is coupled upstream of the exhaust gas turbine and downstream of the compressor, that increasing the exhaust gas pressure upstream of the exhaust gas turbine includes reducing an opening of a valve arranged in the exhaust gas recirculation duct and that reducing the exhaust gas pressure includes increasing an opening of the valve upstream of the exhaust turbine. In any or all of the preceding examples, additionally or optionally, the exhaust gas turbine has variable blades, increasing the exhaust gas pressure upstream of the exhaust gas turbine includes adjusting the variable blades such that a cross-sectional opening of the exhaust gas turbine is reduced, and reducing the exhaust gas pressure upstream of the exhaust gas turbine, adjusting the variable blades in such a way that the cross-sectional opening of the exhaust gas turbine is enlarged.

As another example, the method includes: in response to a load of an engine dropping below a threshold, closing a variable intake device of a compressor coupled to an air intake of the engine, and closing a return passage of the compressor using a common actuator; and in response to the load reaching or exceeding the threshold, opening the variable inlet device and opening the return duct via the common actuator. In the previous example, in addition or optionally, it applies that the compressor has an impeller arranged in an intake duct, that the variable inlet device is positioned in the intake duct of the compressor upstream of the impeller, that the variable inlet apparatus has a plurality of blades and that the variable one closes Inlet device includes extending the plurality of blades into the inlet channel to reduce an inlet diameter of the impeller. In any or all of the preceding examples, it is additionally or optionally applicable that opening the variable inlet device comprises moving the plurality of blades into a wall of the intake duct in order to enlarge the inlet diameter of the impeller. In any or all of the preceding examples, it is additionally or optionally applicable that the common actuator adjusts a radial position of the plurality of blades and a scope for opening the return duct in a coordinated manner. In any or all of the preceding examples, the method additionally or optionally further includes: while the engine load is below the threshold, anticipating based on a real-time estimate of a distance from the threshold that it will reach or exceed the threshold; and in response to at least one of the real-time estimate of the distance from the threshold is within a predetermined amount and that the real-time estimate of the distance decreases at a rate that is higher than a threshold rate, adjusting an amount of power that a turbine that drives the compressor, is supplied. In any or all of the preceding examples, additionally or optionally, adjusting the amount of power delivered to the turbine that drives the compressor includes one or more of adjusting a geometry of the turbine and adjusting a position downstream of the turbine coupled EGR valve to increase pressure upstream of the turbine.

As another example, a system includes: an engine having an engine inlet; a compressor coupled to the engine inlet, the compressor comprising: a housing structure, which forms a return duct which surrounds an intake duct; an impeller disposed inside the intake duct; a variable inlet device positioned in the intake passage upstream of the impeller and configured to selectively restrict gas flow through the impeller; and an actuation system configured to simultaneously adjust a diameter of the variable inlet device and to control gas flow through the return duct; and a controller in which executable instructions are stored in non-transitory memory that, when executed, cause the controller to do the following: actuate the actuation system to reduce the diameter of the variable intake device and block gas flow through the return duct in response to the engine load being below a threshold drops; and actuating the actuation system to increase the diameter of the variable inlet device and allow gas flow through the return duct in response to the engine load reaching or exceeding the threshold. In the preceding example, it is additionally or optionally applicable that the actuation system comprises an electric motor and an adjusting ring which can be rotated via the electric motor. In any or all of the preceding examples, additionally or optionally, the adjustment ring has a plurality of slots and the variable inlet device has a plurality of blades, each of the plurality of blades via an arm and a bolt to one of the plurality of slots, and that each bolt is slid along each slot by rotating the adjustment ring to move the plurality of blades radially, thereby adjusting the diameter of the variable inlet device. In any or all of the preceding examples, it is additionally or optionally applicable that the adjusting ring has a valve which blocks the gas flow through the return duct in a closed position and permits the gas flow through the return duct in an open position.

In another representation, the method includes: in response to a compressor mass flow rate and pressure ratio operating point dropping below a threshold, closing a variable inlet device of the compressor, and closing a return passage of the compressor by rotating an adjustment ring in a first direction; and in response to the compressor mass flow rate and pressure ratio operating point reaching or exceeding the threshold, opening the variable inlet device and opening the return passage by rotating the adjustment ring in a second direction opposite to the first direction. In the previous example, additionally or optionally, the adjustment ring has a plurality of slots and the variable inlet device has a plurality of blades, each of the plurality of blades being coupled to one of the plurality of slots via an arm and a bolt , In any or all of the preceding examples, in addition or optionally, each bolt is displaced along each slot by rotating the adjustment ring in the first direction in order to move the plurality of blades radially into a position with a smaller diameter. In any or all of the preceding examples, it is additionally or optional that each bolt is displaced along each slot by rotating the adjusting ring in the second direction in order to move the plurality of blades radially into a position with a larger diameter. In any or all of the preceding examples, additionally or optionally, the adjustment ring has a valve, the rotation of the adjustment ring in the first direction bringing the valve into a closed position, which prevents the gas flow through the return duct, and wherein the rotation of the Adjustment ring in the second direction brings the valve into an open position that allows gas flow through the return channel. In any or all of the preceding examples, it is additionally or optionally applicable that the adjusting ring is coupled to an electric motor via a shaft, the rotation of the adjusting ring in the first direction including lateral movement of the shaft in a first direction using the electric motor and the rotating of the adjusting ring in the second direction includes lateral movement of the shaft in a second direction, which is opposite to the first direction, based on the electric motor. In any or all of the preceding examples, additionally or optionally, the compressor is powered by an exhaust gas turbine and the method further includes: anticipating the compressor mass flow rate and pressure ratio operating point reaching or exceeding the threshold, increasing an amount of power that the Exhaust gas turbine is supplied; and in response to the compressor mass flow rate and pressure ratio operating point reaching or exceeding the threshold, reducing the amount of power supplied to the exhaust gas turbine.

It should be noted that the exemplary control and estimation routines contained in this document can be used with different engine and / or vehicle system designs. The control methods and routines disclosed in this document can be stored as executable instructions in a non-transitory memory and can be executed by the control system, which includes the control in combination with the various sensors, actuators and other motor hardware. The specific routines described here can be one or more from any number of processing strategies, such as event driven, interrupt driven, multitasking, multithreading, and the like. Accordingly, various measures, operations, and / or functions illustrated may be performed in the illustrated sequence or in parallel, or in some cases omitted. Likewise, the processing order is not necessarily required to achieve the features and advantages of the exemplary embodiments described in this document, but rather is provided for ease of illustration and description. One or more of the illustrated measures, processes and / or functions can be carried out repeatedly depending on the strategy used. Furthermore, the described measures, procedures and / or functions can graphically represent code that is to be programmed into a non-transitory memory of the computer-readable storage medium in the engine control system, the described measures being carried out by executing the instructions in a system that combines the various engine hardware components with of the electronic control system.

It is understood that the interpretations and routines disclosed in this document are exemplary in nature and these specific embodiments are not to be interpreted in a restrictive sense, since numerous variations are possible. For example, the above technique can be based on V6 -, 14-, I6 -, V12, 4-cylinder boxer and other engine types can be used. The subject matter of the present disclosure includes all new and not obvious combinations and subcombinations of the different systems and designs and further features, functions and / or properties disclosed in this document.
The following claims highlight particular combinations and subcombinations that are considered novel and not obvious. These claims may relate to "an" element or "a first" element or the equivalent thereof. Such claims are to be understood to include the inclusion of one or more such elements and neither require nor exclude two or more such elements. Other combinations and subcombinations of the disclosed features, functions, elements and / or properties can be claimed by amending the present claims or by filing new claims in this or a related application. Such claims, regardless of whether they have a broader, narrower, identical or different scope of protection compared to the original claims, are also considered to be included in the subject matter of the present disclosure.

According to the present invention, there is provided a method comprising: adjusting an effective area of an impeller positioned in an intake passage of a compressor while adjusting gas flow through a casing structure surrounding the intake passage, both the effective area and the gas flow Operating conditions can be set based on a common, single actuator.

In one embodiment, adjusting the effective area of the impeller includes adjusting an open area of a variable inlet device positioned in the intake passage immediately upstream of a leading edge of the impeller while simultaneously adjusting a position of a valve within a return passage of the casing structure to control gas flow through adjust the housing structure, the return duct being fluidly coupled to the intake duct downstream of the leading edge of the impeller and upstream of the variable inlet device.

According to one embodiment, adjusting the effective area of the impeller and adjusting the gas flow through the casing structuring based on the individual actuator based on operating conditions includes: adjusting the variable intake device to a smaller, first open area to reduce the effective area while the valve is in a closed position is set to block gas flow through the return duct in response to the engine load dropping below an engine threshold load; and adjusting the variable intake device to a larger, second open area to increase the effective area while adjusting the valve to an open position to allow gas flow through the return duct in response to engine load reaching or exceeding the engine threshold load.

According to one embodiment, the invention is further characterized in that a position of a throttle valve positioned downstream of the compressor is adjusted in response to the setting of the variable intake device from the first open area to the second open area.

According to one embodiment, the invention is further characterized in that, in response to the setting of the variable intake device from the first open area to the second open area, the ignition timing of an engine coupled downstream of the compressor is set.

According to one embodiment, adjusting the effective range of the impeller, while at the same time adjusting the gas flow through the housing structuring using the individual actuator, includes switching on an electric motor so that it rotates an adjusting ring which is connected to the valve and to a plurality of blades of the variable inlet device is coupled.

According to one embodiment, adjusting the variable inlet device to the first open area while at the same time adjusting the valve to the closed position comprises: switching on the electric motor so that it rotates the adjusting ring in a first direction, thereby moving the valve into the return duct block the gas flow through the return duct, and thereby move the plurality of blades to protrude into the intake duct and block the gas flow at the leading edge of the impeller; and adjusting the variable inlet device to the second open area while simultaneously adjusting the valve to the open position includes turning on the electric motor to rotate the adjustment ring in a second direction, thereby moving the valve out of the return passage so that the air flow is allowed through the return duct, and whereby the plurality of blades from the intake duct is inserted into walls of the housing structure in order to allow the gas flow at the leading edge of the impeller.

In one embodiment, the compressor is powered by an exhaust gas turbine, and the method further comprises: increasing the exhaust pressure upstream of the exhaust turbine before adjusting the variable intake device to the larger, second open area while at the same time adjusting the valve to the open position; and after adjusting the variable intake device to the larger, second open area while simultaneously adjusting the valve to the open position, reducing the exhaust pressure upstream of the exhaust turbine.

According to one embodiment, an exhaust gas recirculation duct is coupled upstream of the exhaust gas turbine and downstream of the compressor, the increasing the exhaust gas pressure upstream of the exhaust gas turbine including reducing an opening of a valve arranged in the exhaust gas recirculation duct and reducing the exhaust gas pressure upstream of the exhaust gas turbine including increasing an opening of the valve.

According to one embodiment, the exhaust gas turbine has variable blades, the increasing the exhaust gas pressure upstream of the exhaust gas turbine including adjusting the variable blades such that a cross-sectional opening of the exhaust gas turbine is reduced, and reducing the exhaust gas pressure upstream of the exhaust gas turbine including adjusting the variable blades, that the cross-sectional opening of the exhaust gas turbine is enlarged.

According to the present invention there is provided a method comprising: in response to a load of an engine falling below a threshold, closing a variable inlet device of a compressor coupled to an air inlet of the engine, and closing a return duct of the compressor using a common one actuator; and in response to the load reaching or exceeding the threshold, opening the variable inlet device and opening the return duct via the common actuator.

According to one embodiment, the compressor has an impeller arranged in a suction channel, the variable inlet device being positioned in the suction channel of the compressor upstream of the impeller, the variable inlet device having a plurality of blades and the closing of the variable inlet device extending the plurality of blades in includes the inlet duct to reduce an inlet diameter of the impeller.

According to one embodiment, opening the variable inlet device comprises inserting the plurality of blades into a wall of the intake duct in order to increase the inlet diameter of the impeller.

According to one embodiment, the common actuator adjusts a radial position of the plurality of blades and a circumference of the opening of the return channel in a coordinated manner.

According to one embodiment, the invention is further characterized by: while the engine load is below the threshold, anticipating based on a real-time estimate of a distance from the threshold that it will reach or exceed the threshold; and in response to at least one of the real-time estimate of the distance from the threshold is within a predetermined amount and that the real-time estimate of the distance decreases at a rate that is higher than a threshold rate, adjusting an amount of power that a turbine that drives the compressor, is supplied.

According to one embodiment, adjusting the amount of power supplied to the turbine that drives the compressor includes one or more of adjusting a geometry of the turbine and adjusting a position of one Exhaust gas recirculation valve coupled downstream of the turbine to increase pressure upstream of the turbine.

According to the present invention there is provided a system comprising: an engine having an engine inlet; a compressor coupled to the engine inlet, the compressor comprising: a housing structure that forms a return duct that surrounds an intake duct; an impeller disposed inside the intake duct; a variable inlet device positioned in the intake passage upstream of the impeller and configured to selectively restrict gas flow through the impeller; and an actuation system configured to simultaneously adjust a diameter of the variable inlet device and to control gas flow through the return duct; and a controller in which executable instructions are stored in non-transitory memory that, when executed, cause the controller to do the following: actuate the actuation system to reduce the diameter of the variable intake device and block gas flow through the return duct in response to the engine load being below a threshold drops; and actuating the actuation system to increase the diameter of the variable inlet device and allow gas flow through the return duct in response to the engine load reaching or exceeding the threshold.

According to one embodiment, the actuation system comprises an electric motor and an adjusting ring which can be rotated via the electric motor.

According to one embodiment, the adjustment ring has a plurality of slots and the variable inlet device has a plurality of blades, each of the plurality of blades being coupled to one of the plurality of slots via an arm and a bolt, and each bolt being through rotating the adjustment ring along each slot to move the plurality of blades radially, thereby adjusting the diameter of the variable inlet device.

According to one embodiment, the adjusting ring has a valve which blocks the gas flow through the return duct in a closed position and permits the gas flow through the return duct in an open position.

QUOTES INCLUDE IN THE DESCRIPTION

This list of documents listed by the applicant has been generated automatically and is only included for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Patent literature cited

• US 4403912 [0006,0007]

Claims (15)

Process comprising: Adjusting an effective range of an impeller positioned in an intake duct of a compressor while also adjusting gas flow through a casing structure surrounding the intake duct, wherein both the effective range and the gas flow are adjusted based on operating conditions via a common, single actuator. Procedure according to Claim 1 wherein adjusting the effective area of the impeller is adjusting an open area of a variable inlet device positioned in the intake passage immediately upstream of a leading edge of the impeller while simultaneously adjusting a position of a valve inside a return passage of the casing structure to control the gas flow through the Adjust housing structuring, wherein the return duct is fluidly coupled to the intake duct downstream of the leading edge of the impeller and upstream of the variable inlet device. Procedure according to Claim 2 , wherein adjusting the effective area of the impeller and adjusting the gas flow through the case structure based on the individual actuator based on operating conditions comprises: adjusting the variable inlet device to a smaller, first open area to reduce the effective area while the valve is in a closed position is set to block gas flow through the return duct in response to the engine load dropping below an engine threshold load; and adjusting the variable intake device to a larger, second open area to increase the effective area while adjusting the valve to an open position to allow gas flow through the return duct in response to engine load reaching or exceeding the engine threshold load. Procedure according to Claim 3 , further comprising: in response to adjusting the variable intake device from the first open area to the second open area, adjusting a position of a throttle valve positioned downstream of the compressor. Procedure according to Claim 3 , further comprising: in response to adjusting the variable intake device from the first open area to the second open area, adjusting the ignition timing of an engine coupled downstream of the compressor. Procedure according to Claim 3 , wherein the setting of the effective range of the impeller, while at the same time the gas flow through the housing structuring is set by means of the individual actuator, comprises switching on an electric motor so that it rotates an adjusting ring which is connected to the valve and to a plurality of vanes of the variable Inlet device is coupled. Procedure according to Claim 6 , wherein: adjusting the variable inlet device to the first open area while simultaneously adjusting the valve to the closed position comprises: switching on the electric motor so that it rotates the adjusting ring in a first direction, thereby moving the valve into the return duct, to block the gas flow through the return duct, and thereby moving the plurality of blades so that they protrude into the suction duct and block the gas flow at the leading edge of the impeller; and adjusting the variable inlet device to the second open area while simultaneously adjusting the valve to the open position includes turning on the electric motor to rotate the adjustment ring in a second direction, thereby moving the valve out of the return passage so that the air flow is allowed through the return duct, and whereby the plurality of blades from the intake duct is inserted into walls of the housing structure in order to allow the gas flow at the leading edge of the impeller. Procedure according to Claim 3 wherein the compressor is driven by an exhaust gas turbine and the method further comprises: before setting the variable intake device to the larger, second open area while at the same time setting the valve to the open position, increasing an exhaust gas pressure upstream of the exhaust gas turbine; and after adjusting the variable intake device to the larger, second open area while simultaneously adjusting the valve to the open position, reducing the exhaust pressure upstream of the exhaust turbine. Procedure according to Claim 8 , wherein an exhaust gas recirculation channel is coupled upstream of the exhaust gas turbine and downstream of the compressor, wherein the Increasing the exhaust gas pressure upstream of the exhaust gas turbine includes reducing an opening of a valve arranged in the exhaust gas recirculation duct, and reducing the exhaust gas pressure upstream of the exhaust gas turbine includes increasing an opening of the valve. Procedure according to Claim 8 , wherein the exhaust gas turbine has variable blades, wherein increasing the exhaust gas pressure upstream of the exhaust gas turbine includes adjusting the variable blades such that a cross-sectional opening of the exhaust gas turbine is reduced, and reducing the exhaust gas pressure upstream of the exhaust gas turbine includes adjusting the variable blades such that Cross-sectional opening of the exhaust gas turbine is enlarged. System comprising: an engine that has an engine inlet, a compressor coupled to the engine inlet, the compressor comprising: a housing structure that forms a return duct that surrounds an intake duct; an impeller disposed inside the intake duct; a variable inlet device positioned in the intake passage upstream of the impeller and configured to selectively restrict gas flow through the impeller; and an actuation system configured to simultaneously adjust a diameter of the variable inlet device and to control gas flow through the return duct; and a controller in which executable instructions are stored in a non-transitory memory, which cause the controller to do the following when executed: Actuating the actuation system to reduce the diameter of the variable inlet device and block the gas flow through the return duct in response to the engine load falling below a threshold; and Actuating the actuation system to increase the diameter of the variable inlet device and allow gas flow through the return duct in response to the engine load reaching or exceeding the threshold. System according to Claim 11 , wherein the actuation system comprises an electric motor and an adjusting ring rotatable by means of the electric motor. System according to Claim 12 , the adjustment ring having a plurality of slots and the variable inlet device having a plurality of vanes, each of the plurality of vanes being coupled to one of the plurality of slots via an arm and a bolt, and each bolt being rotated by the The adjustment ring is slid along each slot to move the plurality of blades radially, thereby adjusting the diameter of the variable inlet device. System according to Claim 12 , wherein the adjusting ring has a valve which blocks the gas flow through the return duct in a closed position and allows the gas flow through the return duct in an open position. System according to Claim 12 , wherein actuating the actuation system to reduce the diameter of the variable inlet device and blocking the gas flow through the return duct includes rotating the adjusting ring in a first direction by means of the electric motor, and actuating the actuation system to enlarge the diameter of the variable inlet device and allow the gas flow through the return channel includes rotating the adjusting ring in a second direction, which is opposite to the first direction, based on the electric motor.

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